The 

Practical Gas 
Engineer 




Glass. 
Book. 



T, J 70" J" 



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Gopyright^°_ 



COPYRIGHT DEPOSIT; 



The Practical 
Gas Engineer 



A Manual of Practical Gas and 
Gasoline Engine Knowledge 

For the Gas and Gasoline En- 
gine Owner, Engineer or any 
one wishing Plain and Practical 
Information on this style motor 

Covering Errors to be Avoided 
in the Construction of, and 
How to Erect, Operate and care 
for Gas and Gasoline Engines 
and Motors of Every Type 

Eighth Edition 
Revised and Enlarged 



BY 

E. W. LONGANECKER, M. D. 

Copyright Dec, 1910 



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PREFACE. 



V. 



Having many times in the past felt the need of 
some book that could be placed into the hands 
of the busy gas and gasoline engineer for the 
purpose of aiding him quickly to overcome the 
apparently mysterious troubles that often arise 
with these engines or motors, the author has for 
a number of years, during his extensive travels 
as an expert for one of the oldest and leading- 
gas engine concerns in America, collected such 
data in reference to CONSTRUCTION, 
EQUIPMENT and GAS ENGINE TROU- 
BLES as are of special interest to the PROS- 
PECTIVE PURCHASER, the ATTENDANT, 
or any one wishing to post himself thoroughly 
on the management, care, operation and selec- 
tion of a gas or gasoline engine or motor. 

The data thus gathered and compiled in this 
book covers practically all the questions that arise 
from the purchaser's, owner's and engineer's 
standpoint. 



4 PREFACE 

It is the author's intention that it shall be a 
ready reference most valuable to all persons in- 
terested in modern gas and gasoline engines, and 
especially to the busy engineer, in cases of emer- 
gency where his engine refuses to operate suc- 
cessfully and the cause of the trouble is difficult 
to locate. 

In handling the various subjects the author 
has endeavored to studiously avoid the theoret- 
ical, and adhere strictly, in as brief a manner as 
possible, to the practical questions concerning 
the purchase and handling of gas and gasoline 
engines. 

I have reason to believe that this book will 
save many a gas engine owner, not only much 
time and money that without it would be ex- 
pended on repairs, but that it will also save him 
much mental worry and make him and his en- 
gine closer friends. 

If it does either it will have attained its pur- 
pose. 

THE AUTHOR. 



CONTENTS 

Part I. Page 7 

DESCRIPTIVE and HISTORICAL 

Part II. ----- Page 13 

CONSTRUCTION 

Part III. Page 33 

EQUIPMENT 

Part IV. ----- Page 76 

GAS ENGINE TROUBLES 

Part V. - - - - - Page 93 
GENERAL INFORMATION 

Part VI. - - - - - Page 112 
DYNAMOS and MAGNETIC IGNITION 

Part VII. Page 127 

AUTOMOBILE and MOTOR BOAT 
ENGINE TROUBLES 

Part VIII. Page 145 

MISCELLANEOUS 



PART I 

DESCRIPTIVE AND HISTORICAL. 

1. THE GAS ENGINE may be defined as a 
Motor or Prime Mover which derives its 
power from the Combustion, within its cyl- 
inder, of a mixture of gas and air in the 
proper proportion to form an explosive. 

2. The COMBUSTION or burning of this 
charge of gas and air is occasioned under a 
close or heavy compression, a result of the 
inward movement of the piston after the 
charge is admitted and all valves closed. 
The result of igniting this mixture under 
the heavy compression is what is commonly 
called an explosion, which is nothing more 
than a quick burning or rapid combustion 
of the mixture. 

3. This explosion causes suddenly a high 
degree of heat within the cylinder, behind 
the oiston, which heat results in a great 
EXPANSIVE FORCE, creating an initial 
pressure against the piston of something 
near 300 pounds to the square inch. This 
drives the piston rapidly and forcibly on its 
outward movement, which, connected to the 
fly wheels by means of pitman and crank 
shaft, imparts to them their revolving mo- 
tion and consequent power. 



THE PRACTICAL GAS ENGINEER. 

4. FUEL — A number of combustible pro- 
ducts are well adapted to be used as fuel in 
a gas engine. 

5. The most commonly employed are Nat- 
ural and Artificial Gas, Gasoline, Benzine, 
Distillate, Alcohol, etc. 

6. These products are known as Hydro- 
Carbons, and may be considered products 
of Coal, Vegetables, Water and Crude Min- 
eral Oil. 

7. This style of motor is variously called 
Gas Engine, Gasoline Engine, Hydro-Carbon 
Engine, Naphtha Engine, Kerosene Engine 
and Explosive Engine. It is entirely proper 
to call an engine that employs gasoline 
for fuel a Gas engine. A Gasoline 
engine is practically a Gas engine. All Hy- 
dro-Carbon engines are known also as Gas- 
engines. 

8. Gasoline atomized or vaporized with the 
current of air simply forms a gas, and is 
transformed as such into power. It is gaso- 
line only on the outside but gas on the inside 
of the cylinder. So with all the other fluids 
named. Therefore all the liquid fuels em- 
ployed in these engines must be by some 
method first transformed into gas before they 
are useful. 

9. BIRTH OF THE GAS ENGINE— As 
early as 1680 Huyghens suggested the use of 
gunpowder in an explosive engine. This sug- 
gestion engaged the attention of other minds. 



THE PRACTICAL GAS ENGINEER. y 

10. M. Beau de Rochas advocated a Four- 
Cycle idea in 1862. But the real practical 
demonstration which proved that the gas 
engine could be made a success was made 
by Lenoir in 1860, and Hugon, Siemens, 
Boulton, Crosley and Dr. Otto a few years 
later designed engines that proved the gas 
engine a success beyond a doubt. 

11. FOUR CYCLE and OTTO CYCLE are 
used synonymously, meaning that an en- 
gine completes a Cycle in Four (4) acts, or 
that it requires four (4) movements of the 
piston to complete a Cycle, as follows : 

1st — On the outward movement of the 
piston a charge of gas and air is drawn 
into the cylinder. In other words, inhaled. 

2nd — On the inward movement, the valves 
being closed, the charge is compressed in 
the rear end of the cylinder. 

3rd — At the beginning of the working 
stroke Explosion and Expansion of the 
charge under the heaviest compression 
pressure causes the next outward move- 
ment. 

4th — The second inward movement, with 
the exhaust valve open, exhausts the burnt 
gases. 

12. Therefore two revolutions of the fly 
wheels are necessary to complete one cycle, 
consisting of an Inhalation, Compression, Ex- 
pansion and Exhaust. 

13. All Gas Engines are not built on the 
Four-Cycle plan. There are many Two- 



10 THE PRACTICAL GAS ENGINEER. 

Cycle engines now on the market. But the 
Four-Cycle engine up to the present has been 
a great favorite over the Two-Cycle with 
both the manufacturer and user, except in 
the service of propelling light motor boats, 
where the Two-Cycle has the lead. 

14. This is so partly because there are fewer 
obstructions to be overcome in manufactur- 
ing a successful four-cycle, in consequence 
of which the manufacturers have given more 
attention to perfecting and simplifying that 
cycle, and inasmuch as they are meeting the 
requirements of power users, and are favored 

with a ready market, they do not care to leave 
it for the two cycle problem. 

15. A TWO-CYCLE engine, of course, must 
be differently constructed from a four-cycle. 
There must be two compression chambers, 
either in the shape of two cylinders or one 
cylinder with both ends closed, or the crank 
chamber may be tightly encased and used as 
a compression chamber. THE TWO COM- 
PRESSION CHAMBERS are necessary 
because in a two-cycle engine a charge of gas 
and air must be received by the engine some- 
where at the same time the previous charge 
is being compressed ready for explosion. 

16. As before stated, two cylinders, placed 
side by side, with their pistons moving in 
opposite directions at the same time, and 
with their compression chambers connected 
with an admission port and valve, will cover 



THE PRACTICAL GAS ENGINEER. 11 

the requirements of a two-cycle. The more 
simple arrangement of making one cylinder 
and piston serve the same purpose is most 
desirable. 

17. To make its operation clear, I will take 
for an illustration the single cylinder two- 
cycle engine, using the air-tight crank case 
or chamber for a receiving, mixing and com- 
pression chamber. 

18. The casting is so made that when the en- 
gine is completed the pitman and crank are 
completely enclosed and work in this air- 
tight chamber. You can easily understand 
that if it were not for the piston this cham- 
ber and the cylinder would be one continu- 
ous, irregular, enclosed space. The piston, 
however, working in the cylinder, divides 
the space into two chambers, the cylinder 
proper and the crank chamber. 

19. To the crank chamber there must be an 
admission port and valve to receive the 
charges. From the crank chamber to the 
cylinder there must be a side passage to 
carry the charge from the crank space into 
the cylinder. From the cylinder to the 
outside there must be an exhaust port or 
valve. 

20. NOW NOTICE THE ACTION OF 
THIS ARRANGEMENT. When the pis- 
ton moves back into the cylinder it acts as 
a suction pump to the crank chamber, and 
if the admission valve were closed it would 



12 THE PRACTICAL GAS ENGINEER. 

create a partial vacuum in the crank space. 
But the admission valve is opened on this 
inward stroke of the piston and admits a 
properly mixed charge of gas and air. As 
the piston moves out toward the crank space 
it compresses this charge to the end of its 
stroke, where a valve or port is opened and 
the compression pressure, in the crank 
chamber, forces the charge through the side 
passage, into the cylinder behind the piston. 
Now, when the piston moves on its inward 
stroke it compresses the charge behind it, 
and at the same time draws another into 
the crank chamber. 

21. The compressed charge in the cylinder 
is exploded just as the piston starts again 
on its outward stroke. The expansive force 
of the explosion drives the piston with a 
rapid movement to the end of its outward 
stroke w 7 hen the exhaust port is opened, 
and the burnt gases are let out into the 
open air. Just after the exhaust port opens 
and the exploded charge is leaving the cyl- 
inder the compressed charge from the crank 
chamber comes rushing in from the other 
side. 

22. Therefore the exploding cylinder is al- 
ways receiving a fresh charge at the same 
time it is exhausting the exploded one. In 
other words, emptying out the old on one 
side through the exhaust port and filling 
up at the same instant on the other side 
from the crank chamber. 



THE PRACTICAL GAS ENGINEER, 13 

23. A Two-Cycle engine on each inward 
movement compresses a fresh charge in the 
cylinder behind the piston and receives an- 
other into the crank chamber. It also ex- 
plodes a charge and receives an impulse at 
every revolution. 



P ART II 

CONSTRUCTION. 

24. Parts necessary to the proper construc- 
tion of a Gas Engine are Cylinder, Base or 
Bed Plate, Piston and Piston Rings, Con- 
necting Rod or Pitman, Crank Shaft, Fly 
Wheels and Belt Pulley, Receiving and Ex- 
haust Valves, Igniting Device and Gov- 
ernor. 

25. A cylinder head and water jacket might 
be included, although the cylinder head in 
some engines is continuous with the walls 
of the cylinder, and consequently a part of 
it. The cooling, for which purpose the water 
jacket serves, may be done otherwise, as with 
spinous projections cast around and contigu- 
ous with the cylinder wall. 

26. CYLINDER. — In writing on construc- 
tion the Four-Cycle engine only will be con- 
sidered. 

27. A Cylinder is made of gray iron cast- 



14 THE PRACTICAL GAS ENGINEER. 

ings, with either one or both ends open. If 
both ends are open a cylinder head is fitted 
onto one end so as to close it. The cylinder 
is usually cast with water jacket, although 
the water jacket may be cast separate and 
fit onto the cylinder. Exhaust and receiv- 
ing valve ports are cast into the head or onto 
the sides of one end of the cylinder. 

28. So far as the success or failure of a valve 
is concerned, location of its port has very 
little to do with it so long as it opens into 
the compression chamber. That location 
is usually selected where it is believed to 
be most convenient to operate the move- 
ments of the valve. 

29. Both end and side port valves are used 
very successfully. A number of successful 
engines have their valve ports on the top 
and bottom of the cylinder, if of the horizon- 
tal pattern. 

30. Many small engines have the base and 'cyl- 
inder cast in one piece. Other cylinders have 
lugs, brackets or rests cast on them, which 
are fitted to a similar casting on the base by 
means of stud bolts and nuts, and are there- 
fore bolted on. 

31. On small, light weight engines where com- 
bined cylinder and base castings are used and 
easily handled there can be no reasonable ex- 
cuse offered against the plan. 

32. It is argued by some builders that in case 
of a break to either cylinder or bed only 



THE PRACTICAL GAS ENGINEER. 15 

one need be supplied to repair the break, 
but the increased amount of machine work 
and time spent in detaching the old piece 
and putting on the new about offsets their 
argument. In cost of repairs there is very 
little difference. 

33. The metal in the walls of the cylinder 
should be of uniform thickness in its entire 
circumference and from one end to the other, 
so as to allow equal expansion and contrac- 
tion throughout. 

34. The bore of the cylinder should be as 
nearly perfect as machinery, handled by a 
careful and skilled mechanic, can make it. 
The igniting end of the interior of the cyl- 
inder should be smooth and free from pro- 
jections or sharp corners. The valve ports 
should be of ample capacity to allow easy 
admission and free exhaust. Cylinder walls 
should be from 3^ inch thickness in a 5- 
inch cylinder to J4 or 1 inch in a 12-inch 
cylinder. The metal in the walls should be 
free from sand holes, so as to prevent water 
leaking into the cylinder. 

35. The base or bedplate, as its name implies, 
is the support of all the working parts of 
the engine, and should be so designed as to 
be sufficiently strong at all points where a 
special strain is liable to be exerted. The 
base is the support for the cylinder and fly 
wheels, and should be so arranged as to carry 



16 THE PRACTICAL GAS ENGINEER. 

these in the most simple, convenient, efficient 
and compact manner. 

36. In small engines it is desirable to have 
the base of sufficient height to clear the fly 
wheels, so that when the engine is placed 
on the floor the fly wheels may turn clear by 
an inch or two. 

37. In larger engines, where it is desirable to 
keep down the weight, for convenience in 
handling, a sub-base may be substituted. 

38. The least carelessness in the construction 
of the crank or journal boxes determines a 
partial or complete failure of the engine. 

39. The edges, or rather the inner edges of 
the boxes should be so dressed as to just ad- 
mit the crank without practically any end 
play, and in a position to bring the center 
of the crank pin exactly in line with the 
center of the cylinder. 

40. The brass or babbitt bearing should be so 
put in as to insure the center of the 
CRANK PIN in its entire stroke to be in 
exact LINE with the center of the cylinder. 
In other words, the boxes must hold the 
crank shaft at perfect right angles to the 
cylinder centers. 

41. The brass or babbitt bearings should al- 
ways be strictly of the best material obtain- 
able for the purpose. The least variation 
from perfect alignment is faulty construc- 
tion. 



THE PRACTICAL GAS ENGINEER. 17 

42. THE PISTON should be from 1-1200 
to 1-300 in. smaller in diameter than the 
cylinder, according to diameter of the cylin- 
der. It should be a close gray iron casting, 
free from sand holes. It should be of the 
drum-shaped variety, closed at one end and 
open at the other to receive the wrist or 
crosshead end of the Pitman or connecting 
rod. 

43. The crosshead lugs which carry the pin 
to w T hich the pitman is connected should be 
located near the center of the piston length. 
If anything, a little nearer the open than 
the closed end. It is bad practice to carry 
the weight necessary to construct a proper 
crosshead with the weight of the pin and 
part of the pitman too near the rear end of 
the piston. 

44. There is no rule governing the length 
and weight of a piston. Each manufac- 
turer constructs a piston of length and 
weight after his own ideas. The tendency in 
stationary engine construction is to make 
them extremely long, which necessarily 
makes them too heavy to be of the best 
service. 

45. The longer and heavier a piston the more 
friction in the cylinder, and consequently 
the more power is required to move it, and 
the more work will be thrown on the crank 
boxes and shaft in reversing it, which im- 



18 THE PRACTICAL GAS ENGINEER. 

parts an end motion to the entire engine 
that is difficult to balance. 

46. I favor a piston of medium length, not 
too long nor extremely short. An upright 
engine admits of a shorter piston than a 
horizontal, because a horizontal engine car- 
ries the weight of its piston on the cylinder 
walls ; and the longer the piston the less 
damaging is the wear to the cylinder. The 
weight is distributed over more surface. 

47. An upright engine carries its piston 
weight principally on the crank shaft, and 
therefore should be as light and short as 
the force, with which it has to deal, will 
allow. 

48. The Rings on the Piston serve to prevent 
the escape of the expansive force past the 
piston, which is necessarily somewhat small- 
er, so as to allow its free and easy move- 
ment in the cylinder. 

49. The packing rings are made larger than 
the cylinder. A piece from y 2 to 1 inch in 
length is cut out, so that when the end of 
the rings are pressed together it reduces the 
diameter of the ring to that of the cylinder, 
but leaves an outward spring to the ring. 

50. After cutting a piece out of a perfect 
ring and pressing the ends together, it will 
make an oval shaped instead of a perfect 
ring, and consequently it can not fit a perfect 
cylinder. After the ring is cut the ends 
should be pressed together and again turned 



THE PRACTICAL GAS ENGINEER. 19 

to a perfect ring, on the outside at least. It 
is to be regretted that all manufacturers do 
not follow this rule in making their rings. 

51. An oval-shaped ring will wear the walls of 
the cylinder at two opposite points only, 
which will soon conform itself more or less 
to the shape of the ring. 

52. Such rings also fail to serve their purpose 
by allowing the expansive force to pass the 
piston. It is as important to a purchaser 
to know how the packing rings are made as 
to know that the journal boxes are in exact 
line from every point with the cylinder. 

53. He should always ask an agent or manu- 
facturer who is trying to sell him an engine 
this question : How are piston rings made ? 
And if they do not make a plain answer, or 
if they seem to evade the question, it is just 
as well for the purchaser to give that en- 
gine no further consideration. Because if a 
manufacturer is careless with his cylinder 
rings and journal boxes he is liable to be 
careless with every part of his engine. 

54. The cylinder rings and journal boxes are 
not the only safe guides to a purchaser. As 
we go along with these points on construc- 
tion you will see that the purchaser will 
find many things to open his eyes. It is in- 
tended to make this little book the pur- 
chaser's friend as well as the men who have 
charge of an engine. If the purchaser were 
more exacting in his requirements the manu- 



20 THE PRACTICAL GAS ENGINEER. 

facturer would build him a better engine, 
and a portion of the gas engine trouble 
would cease. 

55. A purchaser's suspicion may be aroused 
that a ring is not properly made if there is a 
coughing noise and smoke coming out of the 
open end of the cylinder at each explosion of 
a charge. If by drawing out the piston he 
finds the rings are bearing and worn only at 
the cut and at a point opposite, he can rest 
assured that the rings were not turned after 
cutting. But the ring may be good and the 
cylinder may have a larger bore at one end 
than at the other, therefore look out for an 
imperfect cylinder as well as imperfect rings. 

56. PITMAN OR CONNECTING ROD — 
Very few gas engine builders use the slides 
or crosshead guides as used in the steam 
engines. The pitman is generally connect- 
ed one end to the crank shaft, the other 
direct to the piston. It is made of steel 
casting or steel forging. The latter is less 
liable to defects, and therefore more desir- 
able. 

57. It should be centered, turned and made 
as light as possible, with ample strength to 
carry the power transmitted through it. 
The center lines of the crossheads and crank- 
pin boxes, which are usually made of brass, 
should be at exact right angles to the center 
line of the connecting rod. 

58. The plan of attaching the crankpin boxes 



THE PRACTICAL GAS ENGINEER. 21 

to the connecting rod, by means of two steel 
bolts, is probably the most convenient and 
satisfactory method of attaching these 
boxes. 

59. Owing to the slight motion required at 
the wrist many builders consider a sim- 
ple bushing amply sufficient, although some 
are using bearings such as the strap and 
key variety or one similar to the crankpin 
boxes. 

60. CRANK SHAFT. — The question of 
crank shaft construction is a very import- 
ant one. The center line of the crank pin 
should be exactly parallel with the center 
line of the crank shaft. The least variance 
from this necessarily makes a bad running 
engine. 

61. I have found crank pins in boxes, that 
were constantly running hot, not only out 
of line with their shaft, but also of differ- 
ent diameter at the ends, one end of the 
pin being considerably larger in diameter 
than the other. One or the other of the 
defects here mentioned is usually the cause 
of a constantly HOT RUNNING crank box. 

62. Improper lining of the crank with the 
cylinder, or the crank pin boxes fastened on 
the connecting rod out of line, are faults that 
should not be overlooked. 

63. The arms of the crank shaft should be of 
exactly the same thickness, so as to bring- 
the crank pin in such a position that the 



22 THE PRACTICAL GAS ENGINEER. 

center line of the cylinder will divide it into 
two exact halves in every part of the entire 
length of its stroke. 

64. LENGTH AND DIAMETER OF 
CRANK PIN.— The best rule to follow is to 
make the working area of the crank pin so 
that there is no more than 400 pounds av- 
erage pressure to the square inch. Whether 
you secure this area by a long slim pin or a 
short thick pin does not matter much, pro- 
vided extremes are avoided and journal 
boxes are of suitable length. Builders gen- 
erally agree that the diameter of the pin 
should be from 1 to 1% times that of the 
shaft. 

65. The length of the journal boxes should 
be not less than 2y 2 times the diameter of 
the shaft. 

66. CRANK SHAFT DIAMETERS.— No 
uniform rule is followed. But gas engine 
crank shaft diameters in America compare 
very favorably with a rule based upon cylin- 
der diameter and maximum pressure within 
the cylinder. The average diameters run a 
little "shy" of the rule. 

67. WEIGHT AND DIAMETER OF FLY 
WHEELS. — Very much depends on the 
speed of the engine as to weight that should 
be carried. At a medium speed, which may 
be based on about 225 revolutions for 25 h. 
p. to 375 for a 2 h. p. single cylinder engine, 
one hundred pounds to the horse power will 



THE PRACTICAL GAS ENGINEER. 23 

not be very far out of the way. The diam- 
eter may range from 28 in. on the small en- 
gine to 60 in. on the larger size. The weight 
above referred to, of course, is divided be- 
tween the two wheels. High speed automo- 
bile and motor boat engines, of course, carry 
a much lighter wheel. 
68. BALANCING AN ENGINE.— This is 
a subject that is not so easily disposed of as 
it might appear. The majority of manu- 
facturers simply use a weight in the rim of 
the fly wheels directly opposite the arms 
and crank pin on the crank shaft, or, what is 
practically the same thing, they core out the 
rim at a point directly opposite from that 
where the weight should otherwise be. 

70. Some builders think the crank shaft is 
the proper place to attach the balance 
weights. 

71. Our experience with the different meth- 
ods of balancing leads us to favor the coun- 
ter weights on the crank shaft arms, either 
in the form of slotted discs with the weight 
in the proper place, or in the shape of half- 
moon weights. 

72. These weights or discs are secured to the 
crank shaft arms by means of suitable bolts 
so that their weight hangs opposite the 
center line of the shaft from that of the 
crank arms and crank pin. 

73. A pump or an air compressor in connec- 
tion with a gas engine is an excellent com- 



24 THE PRACTICAL GAS ENGINEER. 

bination. Unfortunately not every one who 
has use for a gas engine has need of a pump 
or compressor. But you can "whack the 
nail squarely on the head" by making a 
double cylinder engine with one cylinder 
on each end of the engine base and a double 
throw crank shaft in the center, so that both 
pistons move away from and towards each 
other at the same time. 

74. This would make a balanced engine with- 
out weights and a better power in every 
way, but more expensive to build and possi- 
bly less economical in fuel consumption. In 
multiple cylinder engines of the automobile 
type the question of balancing is easily 
solved. 

75. VALVES. — The ordinary four-cycle en- 
gine usually has three valves, the exhaust 
valve, the receiving valve and the fuel valve. 
The exhaust and receiving valves are gen- 
erally placed at a point on the cylinder 
head so that their ports lead directly into 
the igniting or exploding chamber. These 
valves are usually of the mushroom type, 
and are operated by means of suitable levers 
in connection with the cams on a revolving 
side rod, or by a punch rod from a cog gear 
driven by the crank shaft. 

76. As to the manner of operating these 
valves, I think the advantages are in favor 
of the side rod on the engines of the hori- 
zontal type and with the encased gear and 



THE PRACTICAL GAS ENGINEER. 25 

cam rod mechanism on the vertical type of en- 
gines. 

77. The principal reason for this distinction 
is that it is more desirable to have the valve 
stem work in a vertical or upright than in 
a horizontal position. If a valve stem 
works in a vertical position the weight of 
the valve brings it squarely into its seat, 
and the wear on the seat, valve and stem are 
likely to be uniform at all points. But if 
the valve is so placed as to move in a hori- 
zontal position the weight of the valve pal- 
let has a tendency to wear the stem and 
seat on their under side only, and therefore 
liable to soon cause trouble. 

78. The valve chambers or cages can be bolted 
to a horizontal cylinder in a vertical posi- 
tion and operated by suitable levers acted on 
by cams on the side rod. While on the ver- 
tical type of engine the valves are adjusted 
to the cylinder in a vertical manner directly 
over the cam shaft or gear, which operates 
them with a direct acting mechanism. 

79. You will notice I say the valve chambers 
should be bolted or adjusted to the cylinder. 
They should not be cast on. My advice to 
any one purchasing is to shun an engine 
where valve chambers, containing the valve 
seats, can not be replaced by new ones. Valve 
seats are liable to wear out and crack by the 
continual wear and high heat to which they 
are subjected. The valve pallet and its seat 



26 THE PRACTICAL GAS ENGINEER. 

should also be in such a position as to be 
easy of access. They need to be examined 
and cleaned occasionally. The cage type of 
valve solves the difficulty. 

80. The exhaust valve on large engines should 
be watered, otherwise its seat and pallet is 
soon liable to give way under the excessive 
heat. The cold charges entering at the re- 
ceiving valve serve as a cooler for it. 

81. A valve mechanism may be so designed 
as to use alternately either gas or gasoline 
as fuel, but not both at the same time. A 
valve or set of valves may be arranged so as 
to shut off one and turn on the other, thus 
changing fuels without stopping the engine. 

82. The conditions requiring such an imme- 
diate change are so rarely met with that I 
doubt the propriety of fitting an engine 
with such a complex arrangement. Where 
a change is really necessary there is always 
sufficient warning and ample time to pre- 
pare for it. The two fuels are of a differ- 
ent chemical composition, and the blending 
of their elements with a volume of air so as 
to make a ready explosive would be ex- 
tremely difficult, and therefore impractical 
to attempt their combination or use in con- 
junction or at the same time. 

83. To go into the details of describing the 
various fuel valve mechanisms now used 
would require more space than could be al- 
lowed in this little work. Each builder 



THE PRACTICAL GAS ENGINEER. 27 

claims some superior point of merit in his 
method of feeding the fuel, but it should 
not be forgotten that other reliable builders 
may have other points as good. It may be 
sufficient to say that the gas valves, and 
their operating mechanism, are generally 
so arranged as to open the valves when the 
outward movement of the piston is drawing 
a current of air into the cylinder, and 
partly by the force of the gas pressure and 
partly by the suction produced by the pis- 
ton the gas is admitted to the current of 
air and mixes with it as it enters the cylin- 
der. 

84. Gasoline valves and carbureters and their 
methods of handling fuel are a little more 
complicated, but in most cases it is the cur- 
rent of air, also, by its suction power, that 
draws sufficient gasoline from a needle point 
or atomizer to charge the air current. In 
some instances the gasoline is forced into the 
air current by means of a small pump. Some 
kerosene engines take a charge of air only, 
and after compressing it, the kerosene is 
sprayed into the compression space and im- 
mediately fired. 

85. A purchaser needs to familiarize himself 
with the function of the gas valve or car- 
bureter on his engine and its method of feed- 
ing the fuel. It requires only a little close 
attention and common sense to learn in 
half an hour all that is necessary to know 



28 THE PRACTICAL GAS ENGINEER. 

about the feeding and regulating the fuel 
to the engine. 

86. The fuel may be properly fed and regu- 
lated, and yet the engine refuse to go. 
Therefore the fellow who uses common 
sense enough to learn the proper feeding of 
gasoline or fuel will get into trouble if he 
concludes that he has learned it all. This is 
just the position in which I have found 
many a fellow. And this brings us to that 
mechanical part of the engine which prob- 
ably is more often the source of trouble than 
all others combined, and that is the IG- 
NITING MECHANISM. 

87. The reader is, no doubt, somewhat familiar 
with the two principal methods of ignition, 
namely, the HOT TUBE and the ELEC- 
TRIC SPARK method. The fellow with 
common sense about getting his fuel fed 
just right must also know whether he has a 
sufficient spark or tube hot enough to fire 
the charge of fuel. HOT TUBE ignition is 
nearly a thing of the past. 

88. In the electric spark method, which is in 
greatest favor at this time, it is necessary to 
have a spark of sufficient intensity to ignite 
the charge, and it must be made at just the 
right time. 

89. There are two kinds of spark used now, 
which are known as the Contact Spark and 
the Jump Spark. The latter is used more 
particularly in high speed engines or auto- 



THE PRACTICAL GAS ENGINEER. 29 

mobile work, the former in stationary en- 
gines, to which we especially refer in the 
first half of this work. 

90. The contact spark is made by starting an 
electric current and then instantly breaking 
it. If a battery or other source of elec- 
tricity is connected up properly with two 
wires, one end of each wire attached to the 
battery, one to the positive and the other to 
the negative pole, the battery remains prac- 
tically inactive so long as these wires do not 
come in contact with each other. But the 
moment the two loose ends of the wires are 
brought in contact with each other a cur- 
rent of electricity is made or started over 
these wires. Contact of the terminals, then, 
is known as making the current. The part- 
ing of the terminals is breaking the current. 

91. If a spark coil is connected into this cir- 
cuit, whenever the terminals are parted an 
electric spark or flash is made, which does 
the igniting of the charge. The terminals 
or contact making points, therefore, are not 
necessarily the ends of the wires, but any 
piece of metal to which the ends of the wires 
may be attached. 

92. The current can be carried any reason- 
able distance over metal that is a good con- 
ductor or carrier of electricity. Of course, 
it is always necessary before a current is 
made that there is a contact of the termi- 



30 THE PRACTICAL GAS ENGINEER. 

nals or a connection between positive and 
negative poles. 

93. The electric terminals or contact points 
are, therefore, necessarily in the igniting 
chamber of the engine, and at least one of 
them must be insulated from that part of 
the cylinder wall through which it passes. 

94. In the construction of the sparking appa- 
ratus I think it is best to use platinum for 
the terminals or contact points on account 
of its quality to withstand a high degree of 
heat, although some manufacturers use 
common steel or gray iron points with a 
view to frequently and cheaply renewing 
them. 

95. The insulation of one of these terminals 
should be complete, practically indestructi- 
ble and proof against heat and moisture. 

96. The best material for insulating purposes 
is lava, porcelain, mica and glass. If melt- 
ed or fused properly around the terminal 
sleeve I regard glass much better than the 
others. A successful and effective insula- 
tion may be made with either of the others, 
although probably not as durable. 

97. The mechanism that operates the mov- 
able point or terminal should be so designed 
that the contact will be of short duration, 
that the break or separation can be easily 
timed so as to make the spark earlier or 
later, that the terminals always remain sep- 
arated between the act of sparking, and so 



THE PRACTICAL GAS ENGINEER. 31 

as to make a contact when the engine re- 
ceives a charge. 

98. The movable contact point should ap- 
proach the stationary gradually, press it 
firmly and separate instantly. This is 
known as the Kiss, Butt or Touch spark 
method. A wiping spark is made by what is 
known as a wipe contact, which is used by 
some builders. 

99. The spark is indirectly controlled by the 
governor on some engines. Usually the 
governor controls the exhaust or receiving 
valve movement, and this valve movement 
is made to incite the movement of the 
sparking mechanism only when a charge is 
taken into the cylinder. On other engines 
no attempt is made to govern the number 
of sparks at all, but a regular succession of 
sparks occurs whether the governor admits a 
charge or not. 

100. GOVERNORS.— There are a number of 
different types of governors in use among 
the gas engine builders. The most common 
are the fly wheel governor, the pendulum 
governor, and the centrifugal or ball gov- 
ernor. The latter is probably the most pop- 
ular and effective. However, the others op- 
erate quite satisfactorily. 

101. No governor of the hit and miss pattern 
should act sluggishly, but should be sensi- 
tive enough to avoid two charges in succes- 
sion when the engine is running without a 



32 THE PRACTICAL GAS ENGINEER. 

load. One impulse should be sufficient to 
drive the engine over from one to five 
misses, owing to the speed of the engine. 
The lower the speed the fewer number of 
impulses allowed by the governor on an 
empty running engine. The higher the 
speed the more impulses. 

A governor that can not be made to 
throw off the succeeding charge after an 
impulse on an empty running engine should 
be rejected. 

102. To be more explicit, a hit and miss gov- 
ernor that allows an empty engine two, 
three, four or five impulses in succession, 
and then throws off as many or more, cer- 
tainly can not be recommended unless it can 
be adjusted to do its work properly. 

103. A good governor will handle an empty 
engine at, say, three hundred revolutions 
per minute, one on and two off. In other 
words, one impulse and two or three idle 
strokes. At two hundred revolutions, four 
or five idle strokes to each impulse. 

104. Of course, you understand a governor 
that operates on the proportional charge, or 
throttling plan, allows continuous and suc- 
cessive impulses, light or heavy, according 
to the load on the engine, by throttling the 
mixture of gas and air. 

105. I consider the throttling governor a suc- 
cess. It is generally conceded by builders 
that the hit and miss governor is the most 



THE PRACTICAL GAS ENGINEER. 33 

economical in fuel consumption, but I do 
not regard it necessarily so. The American 
inventor, if he has not already done so, will 
build a carbureter that will admit the fuel in 
such exact proportions as to give the proper 
strength to the impulses to carry a uniform 
speed under a variable load, and at the 
same time use only the amount of fuel nec- 
essary, and therefore reduce the fuel con- 
sumption to the minimum. 
106. There can be no question of the advan- 
tage the throttling governor has over the 
hit and miss governor in point of steady 
power. The principal objection to the hit 
and miss governor is the variable speed it 
imparts to the engine. 



P ART HI 

EQUIPMENT. 

107. SETTING THE ENGINE.— Many pur- 
chasers fail with the gas engine because of 
their desire to install it with the least ex- 
pense possible. 

108. This is a great mistake. After buying a 
gas engine one should go to the expense of 
installing it properly. 

109. If the engine is stationary it should have 
a tight room, all to itself, free from dust 
and with plenty of light. 



34 THE PRACTICAL GAS ENGINEER. 

110. Too frequently we find purchasers plac- 
ing their gas engines in some dark corner 
of the building or in some old damp cellar 
that has been abandoned on account of its 
unfit condition to be used for any other 
purpose. They argue that if "I can use it 
for my engine I save space, and, therefore, 
economize." This is surely false economy. 

111. I insist that if the purchaser decides to 
use such abandoned space in which to locate 
his engine he would at least save time and 
money by going to the expense of partition- 
ing the space off into a room large enough 
for the engine, and keep on until he has 
transformed his engine room into the snug- 
gest, neatest, cleanest and most convenient 
spot about his building, and then see that it 
is kept in that condition. Why not? The 
engine is surely the head of his machinery 
plant, from which he expects to derive a 
profit. When the engine stands idle all his 
machinery is idle. He can make his engine 
a source of profit or loss just as he will give 
it good or bad treatment. 

112. THE FOUNDATION should be in keep- 
ing with everything that is good and sub- 
stantial. Bolting the engine fast to "any 
old floor" is bad practice. But, alas ! Gas 
Engines are advertised to set anywhere, on 
any floor or in any cellar. There are fool- 
ish advertisers as well as foolish purchasers. 
A careful purchaser will not buy of a reck- 



THE PRACTICAL GAS ENGINEER. 35 

less or careless advertiser who makes unrea- 
sonable or extravagant claims for his en- 
gine. 

113. I would have every gas engine purchaser 
figure on a stone or brick and cement foun- 
dation if it is at all possible. If nothing 
but a floor location can be had I should rec- 
ommend good heavy timbers bolted to the 
floor, of sufficient length to strengthen the 
floor for a considerable distance around the 
engine, then bolt the engine to these timbers. 

114. The only object in a foundation is a solid 
setting for the engine. If you haven't got a 
solid foundation you might properly say you 
have no foundation. A good engine room 
and a good foundation is an excellent be- 
ginning. 

115. The depth of the foundation below grade 
line depends somewhat on the condition of 
the soil. It should always go below the 
freezing line and as much below as is neces- 
sary to get a firm base. Ordinarily from 
three to four feet is sufficient for small en- 
gines from four to twelve horse power. 
Larger sized engines, from fifteen to forty 
horse power, from four to six feet is not 
too much. 

116. DIMENSIONS OF A FOUNDATION. 
— A good rule is to make the length of the 
foundation in the bottom twice the length 
of the engine base. The width in the bot- 
tom may be two and a fourth times the 



36 THE PRACTICAL GAS ENGINEER. 

width of the engine base. The foundation 
should be brought up on a batter or incline 
from the bottom to the floor line or level of 
the ground. 

117. It should then be covered with a cap- 
stone or cement block from eight to twelve 
inches thick, according to the size of the en- 
gine. The foundation may be capped with 
good, heavy timber where a stone or cement 
are not desirable. You understand, of 
course, that it is always desirable to have the 
foundation cap or timbers from two to six 
inches wider than the engine base and from 
six to twelve inches longer, so that when the 
engine is placed on top the cap extends be- 
yond the engine base from one to three inches 
on each side, say one inch for a 4 horse pow- 
er and three inches for a 40 horse power. 

118. The height of the foundation or top of the 
cap above the ground level or floor line 
should be sufficient to clear the fly wheels 
or prevent them from hanging to the floor 
by from two to three inches. 

119. A concrete foundation, if properly con- 
structed, is the best. While foundations are 
sometimes built of brick or stone laid in 
cement, the concrete foundation mixed about 
as follows, is now the custom : One part of 
cement, two parts sand, and five parts finely 
cracked stone or coarse gravel is first-class, 
foundations built with frozen mortar or con- 



THE PRACTICAL GAS ENGINEER. 37 

crete are no good. Avoid freezing weather 
while building your foundation. 

120. ANCHOR BOLTS.— The number and 
size are usually determined by the builder 
of the engine and indicated by the holes he 
drills into the engine base to receive them. 
They should be long enough to extend from 
the bottom of the foundation to from two 
and a half to four inches above the cap or 
timber. 

121. They should be screwed into a good-sized 
iron anchor plate at the bottom and thread- 
ed on top to receive a nut. An anchor plate 
six to eight inches wide and ten to fifteen 
inches long, with a hole in the center tapped 
or threaded, into which the rod is screwed 
and riveted, makes an excellent anchorage. 

122. It is regarded good practice when setting 
the anchor bolts before building the foun- 
dation to set the anchor plates on small 
base stone or solid wooden block as large or 
larger than the anchor plate. Also to slip 
a piece of iron pipe (with an inside diam- 
eter an inch larger than the rod) over each 
bolt. This pipe should extend from the 
anchor plate to thr top of the foundation, 
but not to the top of the rod. 

123. A TEMPLET should be made with the 
holes the exact diameter of the rod, and dis- 
tances between them exactly as the holes in 
the engine base. The nuts are then run on 
to the top of each bolt down far enough so 



38 THE PRACTICAL GAS ENGINEER. 

as to let about two inches of the bolt extend 
above the nut. The bolts are then set in 
position and stayed at the top by slipping 
the top of each into the corresponding hole 
in the templet, the nut serving as a rest for 
the templet. Line up the bolts with the 
line shaft or building, stay the templet in 
that position and proceed to build the foun- 
dation around the bolts. 

124. After the foundation is complete and it 
is determined that each bolt is in exact posi- 
tion to enter the corresponding hole in the 
engine base, the pipe around the bolt may 
be filled with slush cement, which, when 
set, will stay the bolts firmly. 

125. Three or four days after the foundation 
is completed, and the cement firmly set, the 
engine may be placed in position and bolted 
down for work. 

126. LINING UP THE ENGINE with the 
shaft, and vice versa, is of utmost impor- 
tance, and it should be done just right, if 
the drive belt is expected to run true and 
give good service. Therefore, if the line 
shaft is in position it is well to take the pre- 
caution to see that the drive pulley on the 
engine and the driven pulley on the line 
shaft are in line before bolting down the 
engine. 

127. This is done by stretching a line from 
rim to rim on the outer edge of the line 
shaft pulley and extending the line to the 



THE PRACTICAL GAS ENGINEER. 39 

outer rim and across it on the engine pulley. 
This line should just touch the two oppo- 
site points on each pulley. 

128. A better way to line the engine shaft 
with the line shaft as follows : Drop two 
lines from the same edge or side of the line 
shaft as far apart as the length of the en- 
gine shaft. Drop the weight on end of each 
of these lines into a pail of water on the 
floor to keep them from swinging. Then 
measure with tape line, or, better, with pole, 
from each line to the center on each end of 
engine shaft. These distances should meas- 
ure exactly alike. 

129. PIPING OR CONNECTING UP AN 
ENGINE consists of piping up the fuel, 
piping away the exhaust and piping water 
to and from the engine, if water is used for 
cooling purposes, and it is more commonly 
used than any other element for cooling en- 
gines at the present time. 

130. In making the WATER CONNEC- 
TIONS pipe of the size indicated by the 
ports in the water jacket should be used, 
unless hydrant water is employed under 
pressure ; then smaller pipe may be used. 

131. Valves should always be fitted into the 
pipe line so as to allow shutting the water 
off for drainage purposes. 

132. When a cooling tank is used the valves 
should be as near the tank as they can be 



40 THE PRACTICAL GAS ENGINEER. 

placed, so that the pipes leading to the en- 
gine can be drained. 

133. A pipe with a valve and union should 
lead from the lower part of the tank to the 
threaded inlet port, somewhere in the under 
part of the water jacket of the engine, and 
a pipe from the outlet port in the top of 
the cylinder or jacket to the top of the tank. 

134. The water passes from the tank to the en- 
gine through the lower pipe, and as it be- 
comes heated it raises into the upper pipe 
and flows back into the top of the tank. 

135. This is known as the Thermo-Syphon sys- 
tem and the circulation is caused by one of 
Nature's laws. Cold water is heavier than 
hot water, and as the cylinder heats the water 
it gets lighter and the cold and heavier 
water naturally crowds in below and forces 
the heated water through the upper pipe to 
the tank. Therefore the hottest water is 
always at the top of the tank, and the cold 
and heavier at the bottom. 

136. PIPE CONNECTIONS FOR THE 
USE OF HYDRANT WATER are as fol- 
lows : The inlet pipe from the hydrant to 
the same point on the engine as in the tank 
system, with valve and union to guard 
against freezing by draining the cylinder 
and pipes attached. 

137. The overflow pipe from the top of the 
cylinder should be led into a waste trough 
or pipe somewhere in such a manner as to 



THE PRACTICAL GAS ENGINEER. 41 

expose to view the stream of water leaving 
the engine. 

138. The pressure from a hydrant is often suf- 
ficient to force too much cold water through 
the water chamber, keeping the cylinder too 
cool and resulting in a loss of power. The 
valve in the inlet pipe should be used to 
throttle the stream to the engine. 

139. Where a very limited quantity of water 
only can be allowed, as in portable engines 
or automobiles, a circulating pump and fan 
are sometimes used. By means of radiating 
spines, either cast onto and around the cylin- 
der, or bronze radiating fins bolted circum- 
ferential to it, THE AIR COOLING SYS- 
TEM has been successfully applied in sta- 
tionary, portable, automobile and bicycle mo- 
tors. 

By reason of especially designed arrange- 
ments whereby a rapid circulation of an air 
current is made to pass directly about the 
hottest portion of the cylinder or cylinders, 
air cooled engines are now performing suc- 
cessfully, even in stationary work of excep- 
tional severity, which was formerly regarded 
impossible. 

The bicycle motor, by reason of its exposed 
position, rapid forward motion while in op- 
eration, and limited installation space, is not 
supplied with the blast from a rotating fan, 
which is such an important factor in the es- 
tablishment of the successful stationary en- 



42 THE PRACTICAL GAS ENGINEER. 

gine. It, however, is equipped with the radi- 
ating spines and is of the simplest type of 
air-cooled gasoline motor. 

It is quite important that an operator of 
an air-cooled motor, whether of the automo- 
bile or stationary type, should thoroughly ac- 
quaint himself with the means provided for 
cooling and then make it his purpose to keep 
the cooling equipment in the highest state of 
mechanical adjustment and efficiency. 

For instance, if a belt-driven fan is de- 
signed to keep up a rapid circulation of an 
air current about the radiating spines, the en- 
gine can not be expected to suceeed under 
constant and heavy duty with a loose fan belt, 
or w r ith the belt thrown. Neither could the 
engine be expected to give its best service in 
a closed, hot room, even with the fan under 
full duty, if the fan could get its supply and 
deliver only the hot air in the room to the en- 
gine. 

The operator should size up environments 
and conditions and then arrange to give his 
engine the advantage of the best cooling priv- 
ileges that the circumstances will permit of. 
By a careful understanding of his air-cooling 
system and by its proper application he will 
succeed with his engine with much less equip- 
ment than is required by the water-cooled 
system. 

140. PIPE CONNECTIONS FOR FUEL 
IN A GAS ENGINE are: Regulator, gas 



THE PRACTICAL GAS ENGINEER. 43 

bag, valve or stop cock and piping of the 
proper size to meet the requirements of the 
engine. 

141. Where natural gas is used for fuel it is 
always desirable to use a REGULATOR. 
However, we find purchasers who prefer to 
run their chances of having all kinds of 
trouble with their engine, which a gas regu- 
lator would obviate, rather than go to the 
expense of putting in a gas regulator. It is 
needed where gas pressure is liable to vary. 

142. Either the gasometer or one of the many 
diaphragm and valve regulators may be 
used successfully, provided they allow a suf- 
ficient volume of gas at low pressure, say, 
for instance, not to exceed eight ounces to 
the square inch. 

143. The stop-cock, gas bag and regulator are 
connected into the pipe from the engine 
outward in the order just named. First, a 
short nipple of pipe, say from four to six 
inches long, is screwed into the inlet port 
on the engine, onto it the stop-cock, then 
another piece of pipe to bring the gas bag 
at some convenient and suitable point, then 
the gas bag (and it is better to have it with- 
in two or three feet of the engine), then 
more pipe and finally the regulator. 

144. The GAS BAG may be a good rubber bag 
made completely of rubber, or it may be 
made of an iron frame with rubber dia- 
phragm, such as some engine builders use. 



44 THE PRACTICAL GAS ENGINEER. 

145. When gasoline is the fuel there are two 
common methods in use for bringing the 
gasoline to the engine, namely, the Pump 
and Gravity Systems. The GRAVITY 
SYSTEM consists of piping the elevated 
supply tank to the engine and letting the 
gasoline into the engine through suitable 
valves. In this method gasoline is supplied 
to the engine by its own weight or gravity. 

146. FITTINGS FOR GRAVITY METH- 
OD. — If the gravity method is used, there 
is an admission valve on the engine, rein- 
forced usually by a needle valve. The sup- 
ply pipe, including globe valve, is connected 
from the inlet port on these valves to the 
supply tank, which is elevated four or five 
feet above the engine and placed somewhere 
on a shelf on the walls of the building or 
some suitable place outside. The globe 
valve should be placed near the admission 
valve so as to doubly insure the complete 
shutting off of the gasoline from the engine 
when not in use. 

147. The arrangement of THE PUMP SYS- 
TEM consists of a small pump fitted to the 
engine which is designed to be piped to the 
supply tank outside of the building, and to 
draw the gasoline from the tank and force 
it into the Mixer of the engine as it needs it. 

148. The supply tank in this instance is lo- 
cated somewhere from three to six feet be- 
low the engine, and an overflow pipe is con- 



THE PRACTICAL GAS ENGINEER. 45 

nected to it from the engine for the purpose 
of returning to the tank any oversupply 
that may be forced up by the pump. 

149. There is a pipe connection between the 
lower part of the supply tank and the suc- 
tion port or valve on the pump, and an over- 
flow pipe from the mixing or supply cup on 
the engine to the top of the tank. The tank 
is so placed as to allow drainage of all the 
gasoline in the pipes, back to the tank when 
the engine is not in use. 

150. From y^ to y 2 inch pipe is used ordi- 
narily, according to the size of the engine. 

151. Fire Insurance Companies require the 
pump system, with the tank placed a cer- 
tain distance away from the building. But 
the gravity method is just as effective in 
supplying the engine with fuel and has the 
advantage of less mechanism to get out of 
order. Of course, good threaded pipes and 
absolutely tight joints should be insisted on 
in these pipe connections for gasoline. 

152. EXHAUST CONNECTIONS. — When 
an engine is installed in a building, the real 
object of exhaust pipe connections is to get 
the burnt gases and the noise from the ex- 
haust outside of the building. And inas- 
much as the noise is very undesirable in 
many localities, it is the custom of nearly 
all engine builders to supply, with their en- 
gines, a large iron Drum, into which the 
pipe from the engine is connected and 



46 THE PRACTICAL GAS ENGINEER. 

which serves as a muffler to the exhaust re- 
ports. 

153. MUFFLERS of different kinds are used 
on portable and automobile engines. They 
are usually arranged to screw onto the end 
of the exhaust pipe and consist of an iron 
casing, enclosing a series of small cavities, 
wh'ch are freely connected with the inlet 
and also with the many small openings 
which serve as an outlet. The object in 
such a muffler is to break the force of the 
exhaust pressure and let it into the open air 
through many small openings. 

154. PIPING THE EXHAUST INTO A 
FLUE OR CHIMNEY OF A BUILD- 
ING. — There may be very serious objec- 
tions urged against this practice. Unless 

the flue has a large caliber, with a good 
draught, it should not be considered at all. 

155. There is always more or less experiment- 
ing necessary where an inexperienced hand 
is learning to run a gas engine. And he 
may turn the engine over, admitting 
charges and forcing them out of the exhaust 
pipe into the flue a number of times before 
igniting one of them, and when the ignition 
does occur the flue is charged with gas, 
which lets go with such force as to wreck 
the flue and sometimes the building. 

156. The sooner gas engine builders and pur- 
chasers get the idea out of their heads that 



THE PRACTICAL GAS ENGINEER. 47 

"any old thing" is good enough, the better 
it will be for every one concerned. 

157. Piping the exhaust into a well or cistern, 
if properly done, is all right. I should sug- 
gest, however, in such instances, that before 
it is done it is known that the water never 
rises to a point to interfere with the exhaust. 

158. In fact, to be on the safe side, the entire 
space in the cistern or w 7 ell should be free 
from water at all times. A good tight ce- 
ment covering with a good sized vent should 
be arranged. 

159. A box two by two by four feet, buried in 
the ground endwise and filled with clean 
pebbles or stones in sizes from that of a 
hen's egg to that of a man's fist, makes an 
excellent muffler for an engine up to 25 h. p. 
The exhaust pipe should, of course, be led 
into the lower part of this muffler and water 
excluded at all times. 

160. A box two feet square inside, ten feet 
long, made of heavy (two inch) plank, 
without bottom, buried in the ground, and 
the exhaust from the engine piped into one 
end, and a short pipe from the other end as 
a vent, makes a very effective muffler. No 
stone is used in this box — just the hollow in 
the box with ground floor. The entire box 
should be buried to a depth of two feet. 

161. The exhaust connections are simply a 
pipe of the proper size leading from the ex- 
haust valve port to the exhaust drum and 



48 THE PRACTICAL GAS ENGINEER. 

from another port in the drum to the out- 
side of the building, or underground muf- 
fler, if one is used, and thence to the out- 
side. 

162. It is well to place the exhaust drum as 
near to the engine as possible and get to the 
outside of the building by the shortest con- 
venient route. Long exhaust pipes have no 
tendency to improve the running qualities 
of the engine. 

163. The end of the exhaust pipe should be 
left free and open, where an exhaust drum 
is used, except that it is good practice to 
screw a "T" onto the end of the pipe and a 
short nipple into each end of this "T," 
which serves the double purpose of protect- 
ing the pipe from snow, rain and ice, and 
relieves the exhaust by two openings in- 
stead of one. 

164. For the purpose of explaining more fully, 
I wish to modify my previous statement 
against the use of long exhaust pipes. The 
advice is proper with practically all engines 
built in this country up to the present time. 

165. SCAVENGING ENGINES. — Plausible 
claims are made for the scavenging engines, 
some of which are coming into use. The 
object of scavenging is to free the clearance 
space or combustion chamber from burnt 
gases each time before another fresh charge 
is admitted. 

166. It is recommended that an exhaust pipe 



THE PRACTICAL GAS ENGINEER. 49 

of sufficient length and proportions will 
cause a succession of waves in the outward 
rush of the exhaust gases, which tend to cre- 
ate a partial vacuum in the clearance space, 
and thereby practically free it from burnt 
gases. I will not go into detail of the scav- 
enging engine, as practically all of smaller 
power are non-scavenging up to the present 
time, and there is no indication of the scav- 
engers coming into immediate use, in Ameri- 
ca at least. 

167. TUBE IGNITOR.— The tube ignitor 
consists of a TUBE closed at one end and 
threaded and open at the other, a cast iron 
chimney, a gas or gasoline burner, pipe con- 
nections from the gas supply to the burner 
or to a small gasoline supply tank elevated 
five or six feet. 

169. The tube is anywhere from 5 inches to 
12 inches long and from J^ to ^ inch in 
diameter, It is made either of common gas 
pipe or nickel alloy, sometimes called com- 
position tubing. The threaded and open 
end of the tube is screwed into an opening 
which communicates with the interior of 
the cylinder or firing chamber. This makes 
a continuous passage from the combustion 
chamber up in the hollow of the tube to its 
closed end. 

170. It is intended to keep this tube at a red 
heat while the engine is running. This is 
done by means of the cast iron chimney, 



50 THE PRACTICAL GAS ENGINEER. 

which is fitted on so as to entirely enclose 
this tube, and a burner fitted into the lower 
part of this chimney so as to direct a jet or 
Bunsen flame against the lower end of the 
tube. 

171. The top of the chimney may be capped 
with numerous small vent holes in the cap. 
The inside of the chimney is lined with 
asbestos sheet, the object of which is to re- 
tain the heat and confine the flame imme- 
diately around the tube as much as possible. 

172. The burner should be so constructed as to 
to deliver a bright blue flame around the 
tube, which should become heated to a 
cherry red heat in from three to five min- 
utes after it is lighted. The burner is usu- 
ally fitted with a valve with which to con- 
trol the flame, but the pipe connections 
from the burner to the gasoline supply tank 
or to the gas supply should contain a valve 
as a means of shutting off the full supply 
from the burner when the engine is not in 
use. 

173. The object in elevating the gasoline sup- 
ply tank is to give sufficient pressure at the 
burner or generator to throw the jet of gas 
with some force against the tube. 

174. The point in the length of the tube at 
which the flame should be directed depends 
on the compression pressure in the cylinder. 
If there is a high compression pressure the 
firing point on the tube should be naturally 



THE PRACTICAL GAS ENGINEER. 51 

higher up because the fresh charge forces 
its way higher up into the tube on a high 
than on a low compression. 

175. You understand that the tube always re- 
mains filled with burnt gases when the ordi- 
nary tube igniting engine exhausts the 
burnt charge. The fresh charge then has to 
crowd up against this burnt gas in the tube, 
which serves as a cushion, and drives it into 
the upper part of the tube until the fresh 
gas meets the red hot part of the tube, when 
ignition occurs. You will therefore see that 
if the compression in an engine is light it 
can not force the fresh charge as high into 
the tube., and consequently the tube should 
be heated lower down. 

176. Some builders are now making adjustable 
chimneys,, to which the burner is fastened, 
which can be moved up or down and fixed 
so as to direct th'e flame against any point 
on the tube to suit the compression. 

177. What would I do if I had an engine with 
a fixed flame point? I should try tubes of 
different lengths until one was found that 
gave the best results. If pre-ignition occurs 
it may not be possible to correct the trouble 
by changing the length of the tube, and 
something must be devised to raise the 
flame point higher on the tube. 

178. ELECTRIC IGXITOR.— The electric ig- 
niting outfit consists of a SPARK COIL, 
a CURRENT BREAKER or SWITCH, 



52 THE PRACTICAL GAS ENGINEER. 

from fifteen to forty feet of insulated cop- 
per wire, about No. 14, a battery or small 
dynamo or magneto, which generates the cur- 
rent, and the sparking mechanism on the en- 
gine, which has already been described. 

179. THE SPARK COIL is a bundle of soft 
Iron Wires, cut all the same length, any- 
where from five to ten inches long. The 
ends of this bundle of wires are inserted 
into a round hole, in a small block of wood, 
of just the exact size to receive all the wires 
and hold them firmly together in the shape 
of a round bundle. 

180. This bundle between the blocks of wood is 
covered with a sheath of pasteboard, around 
which is wrapped closely and evenly from 
end to end, between the blocks, successive 
layers of one continuous piece of insulated 
wire. The two ends of this insulated wire 
are fastened to separate binding posts, which 
are mounted on one end of the blocks. These 
blocks are then screwed firmly to a small 
baseboard, so as to hold all parts of the coil 
firmly in position. 

181. It serves the purpose of resistance to the 
current and the storage of magnetic force in 
the core of wire, without which an igniting 
spark can not be made. This refers only to 
the common make-and-break coil. 

182. If the length of insulated wire is prop- 
erly proportioned to the bundle of soft wire, 
the coil also serves to allow a shorter con- 



THE PRACTICAL GAS ENGINEER. 53 

tact of the terminal points, which in turn 
prevents waste of current and wear of the 
points, which are both items of considerable 
expense if not carefully guarded. A short 
coil four to six inches long meets all the re- 
quirements. 

183. A SWITCH may be simply a block of 
wood, porcelain or hard rubber mounted with 
two binding posts and a connecting lever, 
which is permanently connected to one bind- 
ing post and may be connected or discon- 
nected with the other binding post at will. 

184. Its purpose is to switch the current on to 
the engine for work or to cut it out and in- 
sure against short circuit when the engine is 
not in use. 

185. ELECTRIC CONNECTIONS TO THE 
SPARKING DEVICE ON THE ENGINE. 
— One end of the wire which is to carry the 
current should be connected to the binding 
post on the insulated terminal or electrode ; 
the other wire is attached to the other binding 
post, which is usually placed at some conveni- 
ent point on the engine by the builders. 

186. If there is but one binding post supplied 
on the engine, then the second wire may be 
attached firmly to any bright point on the en- 
gine which is convenient, or it may even be 
fastened around one of the gasoline or water 
pipes if they are not painted. 

187. The insulation must always be stripped off 
of the end that is to be fastened and the con- 



54 THE PRACTICAL GAS ENGINEER. 

nection made with the bare end of the wires. 

188. The wire from the insulated terminal bind- 
ing post is then carried to the spark coil and 
connected to one of its binding posts. 
From the other binding post on the spark coil 
a piece of wire is carried to the first cell of 
the battery and connected to its positive or 
carbon binding post or to the same on dyna- 
mo or magneto. 

189. This makes one connection between the en- 
gine and the battery or magneto, whichever 
is used for ignition purposes. 

190. Another wire is carried from the negative 
point on dynamo, or zinc binding post on bat- 
tery, to one of the switch binding posts, and 
from the other switch binding post to the en- 
gine. The switch may be fastened at some 
convenient place on the wall. 

191. The two wires from the battery or dynamo 
to the engine, one containing the coil and the 
other the switch, completes the circuit. 

192. IN CONNECTING THE BATTERY all 
the cells between the first and last must be 
connected up in a series with short pieces of 
insulated wire, as follows : From the zinc 
binding post on the first cell to the copper-ox- 
ide binding post on the second ; from zinc 
on second to copper on third, and so on until 
all are connected. 

193. If a FLUID CELL BATTERY is used it 
must be charged, which consists of first mak- 
ing a solution with the chemical used for that 



THE PRACTICAL GAS ENGINEER. 55 

purpose and soft water. After each cell is 
nearly filled w ; th this solution the metal bases, 
such as zinc and carbon, which are usually at- 
tached to the lid of the cell, are lowered into 
the solution in the cell. Then it is ready to be 
connected up in the series. All fluid batteries 
are accompanied with instruction sheets. 

194. With stationary engines it has been the 
custom to use fhrd batteries, but many DRY 
CELL batteries have been introduced, which 
serve successfully and are formidable rivals 
of the fluid cell. 

195. There are also the little SPARKING DY- 
NAMO and MAGNETO, which are success- 
fully used in many instances for stationary 
gas engine ignition. Also the HOT TUBE, 
previously described. 

196. There are so many points to be considered 
in this connection that it would not be fair 
to our readers to attempt to recommend either 
device above the other. 

197. The ignition of a gas engine is a source of 
repair expense, no matter what source of elec- 
trical energy is used. Each arrangement has 
its disadvantages as well as its advantages. 
Economy, safety, attention, convenience, 
cleanliness and reliability are the principal 
points to be considered. 

198. The location and surroundings would prob- 
ably determine my preference. For instance, 
in the natural gas field, where fuel is very 
cheap, I might decide on the hot tube igni- 



56 THE PRACTICAL GAS ENGINEER. 

tion. Away off in the country, where gaso- 
line is the fuel and somewhat expensive, I 
think a good dry cell battery would about 
meet the conditions. In the city, where elec- 
tricians are to be easily had when repairs are 
necessary, the magneto or dynamo would, in 
my opinion, more nearly meet the require- 
ments. The fluid cell is a sort of mother over 
all the others because it was the original and 
has been most generally employed in this 
country for stationary gas engine ignition. 

199. By the foregoing statement I do not mean 
to convey the idea that the fluid battery is 
more desirable than others, only that it holds 
sort of a pre-empted claim now by reason of 
having been more generally used in the past. 

200. I wish to make this assertion, that I can op- 
erate a gas engine successfully on either 
method of ignition anywhere, with economy 
possibly in favor of the magneto if it is well 
constructed, but it may require more atten- 
tion than the battery. (See special chapter 
on Dynamo and Magneto Ignition.) 

201. Either method, as before stated, has its ad- 
vantages and disadvantages, and my advice 
to my readers is that, whichever method you 
may be called upon to use, inform yourselves 
as quickly as possible on its disadvantages, 
and overcome them as nearly as possible. 

202. I doubt not that the reader now thinks we 
have reached the point of starting the engine 
and is anxious "to see the wheels go round." 



THE PRACTICAL GAS ENGINEER. 57 

But you will be more highly delighted in see- 
ing them turn if you have first learned and 
attended to all the preliminaries. A good en- 
gineer never omits one of them ; a bungler 
overlooks all of them. 

203. These PRELIMINARIES are AR- 
RANGEMENT, CLEANLINESS, WA- 
TER, OILING. Under arrangement comes 
the old adage, "A place for everything and 
everything in its place." The condition of 
the engine room portrays the character of the 
person in charge. A BAD RUNNING EN- 
GINE, waste, wrenches, oil cans, litter in 
general scattered promiscuously over the 
floor of the engine room indicates a bungler 
not worthy the name of engineer. 

204. An engine room with plenty of light, ev- 
erything in apple-pie order, trim, clean and 
neat, means a nice running engine and a For- 
Sure Engineer. 

205. Cleanliness contributes so much to the suc- 
cessful running of an engine that it can not 
be TOO FIRMLY IMPRESSED on the 
mind. The companion of cleanliness is 
PLENTY OF LIGHT. Darkness and dirt 
go hand in hand. 

206. Therefore with plenty of light in the en- 
gine room it should be cleaned up and made 
as free as possible from dust and grit. After 
this the engine should be thoroughly cleaned 
all over, giving special attention to the Cog 
or Spiral Gears, governor, valve stems and 



58 THE PRACTICAL GAS ENGINEER. 

valve cams. On account of dampness these 
working parts often become rusted in ship- 
ment, and will not work properly until 
cleaned. 

207. The water supply should be noticed to see 
if the tank is full to the overflow pipe, and in 
cold weather to see that none of the pipes are 
frozen up. 

208. Then comes the oiling of the engine, which 
should be done n a thorough manner. Use 
ordinary machine cil on the various parts of 
the engine, EXCEPT IN THE CYLINDER. 
A special cylinder oil for gas engines only 
should be used. 

209. Steam cylinder oil is not well adapted to a 
gas engine cylinder. A light, thin cylinder 
oil, of high fire test, is best adapted to use in 
the gas engine cylinder. It is usually much 
less expensive than heavy steam cylinder oil. 
Some gas engines are fitted at the wrist and 
journal boxes with grease cups, which should 
be filled with shafting or graphite grease and 
set so as to feed automatically. 

210. When oil and grease cups are filled and all 
bearing parts that are liable to wear are oiled, 
the VALVE STEMS should be tried by lift- 
ing the valve pallet from its seat a number 
of times after squirting some kerosene oil on 
the stem from a squirt can. These stems 
should be frequently examined and kerosene 
oil used occasionally to keep them . clean. 
Never use ordinary lubricating oil on them. 



THE PRACTICAL GAS ENGINEER. 59 

The heat simply burns it and leaves a gummy 
deposit on the stem which interferes with the 
free movement of the valve. 

211. STARTING IS NEXT IN ORDER. 
Practically all the small-sized engines from 
two to ten-horse power are started, as it is 
called, by hand. Some engine builders fit 
their engines over ten horse-power with a 
starter, which, in some instances, is more al- 
luring to the purchaser than practical. 

212. The first act in starting a gas engine by 
hand after switching in the battery current 
is to get a charge of gas and air, properly 
mixed, into the cylinder. This is accom- 
plished by opening the gas or gasoline valve 
slightly so as to admit a small portion of the 
fuel as the receiving valves are opened when 
the fly wheels are turned over at a rapid rate. 

213. When gasoline is the fuel some manufac- 
turers supply a starting cup, which fits on 
the mouth of the air or receiving pipe, and in- 
stead of opening the needle valve a small por- 
tion of gasoline (about a tablespoonful) is 
put into the cup and placed on the mouth of 
the receiving pipe, and when the wheels are 
turned over the air rushes through the gaso- 
line in the cup, and the engine receives its first 
two or three impulses from the fuel in the 
cup, which gives a sufficient momentum to 
keep it going until the cup can be taken off 
and the gasoline from the needle or throttle 



60 THE PRACTICAL GAS ENGINEER. 

valve is admitted, from which the engine 
gathers full speed. 

214. You have no doubt heard persons say that 
they have to turn their engine for half an 
hour or more before they can get it going. If 
such persons knew that they are simply pro- 
claiming their astounding lack of judgment 
they would not be telling it. 

215. But, you say, if the engine fails to ignite 
its first, its second and its third charges, is it 
not policy to keep turning the wheel until it 
does ignite? If neither of the first three or 
four charges are ignited the cause of non-ig- 
nition will not be removed by turning the 
wheel and will probably be getting worse the 
longer you turn, and the fellow who does not 
know what else to do but turn ought to be 
compelled to turn vigorously until his tongue 
hangs out of his mouth to the length of a full- 
grown lead pencil. If such exertion doesn't 
start his thinker, his case is probably hopeless. 

216. If an engine doesn't ignite its first charges 
there is a cause for it, and no amount of turn- 
ing will locate it, but a little common-sense 
thinking will not only locate but remove the 
cause, and the engine will do its own turning 
after the first two or four revolutions. 

217. You would like to know why I say, four. 
If common sense will do it, after allowing one 
revolution to admit the charge and gain the 
momentum, why not always start or ignite the 
second revolution? There is no such thing 



THE PRACTICAL GAS ENGINEER. 61 

as absolute perfection even in common sense, 
but four, and occasionally six revolutions for 
ignition may come within the bounds of prac- 
tical perfection. However, I know of many 
gas engine operators who seldom turn the 
wheel more than the second time. 

218. The engineer who knows his lesson well 
will know that there are many improper ad- 
justments and irregularities that will cause 
failure of ignition on the first turn, and will 
avoid them, and as they are of sufficient im- 
portance to require special attention we had 
better finish starting the engine in a normal 
condition and take up this subject later. 

219. TURNING OVER COMPRESSION 
POINT. — Nearly all engines are provided 
either with a relief valve or a shifting cam or 
lever, which makes a relief out of the exhaust 
valve. By means of these valves only the lat- 
ter part of the compression stroke serves the 
purpose, inasmuch as the former part is re- 
lieved by an open valve. This allows suffi- 
cient compression to start with and makes re- 
sistance at this point barely perceptible in 
turning. 

220. Others prefer to inhale a charge by a one- 
half turn of the wheel on the outward move- 
ment of the piston, then by disengaging the 
receiving valve lever from its cam a rapid 
backward movement of the wheel, and the 
piston compresses the charges, and fires it 
from the tube ignitor or the electric spark, 



62 THE PRACTICAL GAS ENGINEER. 

by snapping the sparker quickly by hand 
while on compression. 

221. The ignition of this charge drives the pis- 
ton rapidly forward and gives the wheels 
sufficient momentum to carry several revolu- 
tions and catch the next charge. 

222. Where a rel'ef lever cam or valve is used 
the impulses are necessarily light while the 
valve is relieving the compression, and the 
lever should be shifted and the valve closed 
as soon as the wheels have gathered sufficient 
momentum to carry over the full compres- 
sion. 

223. Instead of having the engine inhale its own 
charge by turning the wheel, some builders 
fit their engines with a small HAND AIR 
PUMP for the purpose of pumping the first 
charge into the cylinder. The air thus 
pumped passes through a receptacle contain- 
ing gasoline, which serves as a carburetor 
and charges the air sufficiently with gasoline 
to make it explosive. After the cylinder re- 
ceives its charge from the pump, the valve in 
the pump connection is closed, and the wheels 
backed up on compression, the charge is fired 
as before described, or by means of a match 
ignitor. 

224. THE MATCH IGNITOR consists of a 
little tube containing a plunger and closed 
solidly at one end, except two side notches 
near the end, and fitted at the other end with 
a packing gland through which the stem of 



THE PRACTICAL GAS ENGINEER. 63 

the plunger extends to the outside. The end 
of this stem is fitted with a button. 

225. The tube being threaded, is screwed into a 
port into the cylinder walls and the notched 
end of it extends into the combustion cham- 
ber. 

226. The head of the match is placed under the 
plunger and the button tapped with the hand, 
dashing the plunger down onto the match 
head, and the resulting flash ignites the first 
charge in the cylinder through the side 
notches in the tube. 

227. A somewhat different device is used by 
some engines, but the principle is the same 
exactly. 

228. You, of course, understand that this is used 
only for igniting the initial charge, and con- 
sequently is only a starter. 

229. The compressed air starter consists of a 
tank with a capacity two or three times that 
of the engine cylinder, and an air pump, 
which is driven by a belt from the line shaft, 
fills the tank with air to a pressure of from 
sixty to one hundred pounds, which is indi- 
cated by a pressure gauge on the tank. The 
tank is filled when the engine is running and 
held ready for the next start. 

230. The pipe leading from the tank to the com- 
pression chamber in the cylinder is fitted w r ith 
a handle valve that can be manipulated quick- 

231. When ready to start, the engine is set with 



64 THE PRACTICAL GAS ENGINEER. 

the piston back in the cylinder, the crank 
shaft about two inches above the inner center 
and the valves closed. Of course, the cylin- 
der valves must remain closed on the first 
outward movement of the piston. 

232. When the engine is set all ready to receive 
the charge from the tank and the battery cur- 
rent switched on ready for ignition, the valve 
between the engine and tank is quickly 
opened, throwing the pressure from the tank 
into the cylinder, which drives the piston for- 
ward. By closing the valve at the end of the 
piston stroke the act may be repeated at the 
second revolution following, giving impulse 
sufficient to catch a charge of gas and air with 
the ignition on the third or fourth revolution. 

233. This compressed air starter is seldom used 
on engines under 20 h. p. 

234. The same arrangement with a smaller tank 
and much less pressure can be used success- 
fully by fitting a little cup, for the purpose of 
holding gasoline, into the pipe between the 
tank and engine, and as the air rushes from 
the tank into the cylinder it is charged with 
gasoline and may be exploded by the Electric 
Spark or igniting mechanism. 

235. The Compressed Air method seems the 
most practical for starting larger sized en- 
gines. While it makes the first cost of an en- 
gine higher, it is well worth its price to the 
purchaser. 

236. It is supposed, of course, that an engine 



THE PRACTICAL GAS ENGINEER. 65 

will run all right after it is once started, but 
it doesn't always do it. You should run an 
engine for at least a half hour without a load 
when starting it the first time. This will give 
you an opportunity to get familiar with it, 
running empty. 

237. If it is receiving its fuel in the proper pro- 
portions and the ignitor is working all right 
it will go right up to its normal speed with- 
in a few seconds after starting, and if it has 
a hit and miss governor it will cut out or miss 
three or four charges to every one it takes. 

238. If it runs along this way at a "merry clip," 
taking only one charge in three or four and 
firing every charge it takes, you can rest as- 
assured that it is ready for work. 

239. But if there is a popping or back firing 
into the receiving pipe it may need MORE 
FUEL or the receiving valve may not close 
properly, or the ignitor may not be set in 
proper time, or is otherwise out of adjust- 
ment. 

240. TOO MUCH FUEL is indicated when 
there is smoke issuing from the exhaust pipe 
and when the charges that are taken are not 
all ignited. 

241. You can shut down a gas engine by feed- 
ing too much fuel just as readily as by not 
giving it enough. A little judgment here will 
tell any one when he is feeding the fuel prop- 
erly. 

242. It is a mistake to turn on MORE FUEL 



66 THE PRACTICAL GAS ENGINEER. 

WHEN MORE POWER is wanted. When 
an engine is pulling nearly its full load it is 
cutting out only about one charge in five or 
six. By listening closely to the sounds made 
by the engine and at the same time noticing 
it closely you will be able to judge whether it 
is running properly or whether it lacks the 
energy it should develop. 

243. The COMPRESSION has very much to 
do with the power developed. For instance, 
if the valves are not seating properly or the 
piston rings are poorly fitted, so as to allow 
the escape of part of the charge compressed 
and also a part of the impulsive force, the en- 
gine will develop but very little more power 
than to keep itself in motion. 

244. About thirtv per cent of the entire cylinder 
volume should constitute COMPRESSION 
CHAMBER. If a high compression pressure 
is desired twenty-five or even twenty per cent 
is allowable. 

245. You understand that it is necessary, in fig- 
uring up cylinder volume, to consider all the 
valve and port space, which is practically a 
part of the cylinder. The principal objection 
to a high compression is the danger of pre- 
mature firing of charges under a full load, 
which is due to auto-ignition, a result of high 
compression pressure. 

246. HIGH COMPRESSION is sometimes, 
but by no means always, the cause of prema- 
ture firing. In fact, I might say that it is 



THE PRACTICAL GAS ENGINEER. 67 

one of the rare causes, because very high 
compression engines are rare. 

247. PREMATURE IGNITION may be 
caused by one thing in one engine and an en- 
tirely different thing in another. Probably 
the most common cause is some projecting 
point of iron in the combustion chamber that 
becomes red hot, which serves to ignite the 
charge, similar to a heated tube. 

248. An improperly proportioned mixture, re- 
sulting in a slow combustion, may be so slow 
as to be still burning when the next charge 
is admitted, and then the next charge will be 
ignited just as it is entering the cylinder and 
fire back through the receiving pipe. 

249. Little chunks of burnt carbon, accumulat- 
ing from the burnt cylinder oil, in the com- 
bustion chamber, may constantly remain heat- 
ed to the ignition point and ignite the charges 
prematurely. 

250. Points of carbon deposited on any projec- 
tion in the combustion chamber will do the 
same thing. It is, therefore, necessary to 
occasionally clean out the gas engine cylinder. 

251. A CONSTRICTED EXHAUST passage 
may retain a higher degree of heat in the 
cylinder and thereby assist in maintaining an 
igniting heat on some projecting point in the 
combustion chamber. But there is a power 
significance to valves and their passage that 

should determine their size and areas. 



68 THE PRACTICAL GAS ENGINEER. 

252. Constricted valve passages are a decided 
hindrance to the development of power. The 
valve proportions should always be carefully 
figured from piston speed and cylinder area. 

253. The receiving valve area should be such 
as to give the ingoing gases a speed of from 
95 to 110 feet per second. The exhaust gases 
should leave the cylinder at from 75 to 85 feet 
per second at atmospheric pressure. 

254. The exhaust should be larger than the in- 
let valve, because at the moment of the open- 
ing of the exhaust valve there is a' pressure 
of from twenty-five to thirty-five pounds in 
the cylinder to relieve, and consequently the 
rush of exhaust gases at the moment of re- 
lease is away above 110 feet per second, and 
if it had to pass through a constricted valve 
passage it would maintain the initial high 
speed throughout the exhaust stroke of the 
piston, resulting in a piston pressure on the 
entire exhaust stroke. 

255. The point, then, is to figure the exhaust 
passage of such proportions as to relieve the 
exhaust gases at an average speed through- 
out the exhaust stroke of not over 100 feet 
per second. I regret to say that it is not an 
uncommon practice among manufacturers in 
this country to make the valves and their pas- 
sages too small. 

256. In a number of engines I had the privilege 
to examine, manufactured by different con- 



THE PRACTICAL GAS ENGINEER. 69 

cerns, I found either a constricted cylinder 
port or valve area, or both. 

257. It is the height of folly to have a good big 
cylinder port, and choke the passage with a 
"measley" little valve, or vice versa. 

The passage should be of uniform area and 
of ample capacity from the cylinder port to 
the end of the pipe. 

258. The manufacturer who will not figure these 
valve areas carefully, of sufficient capacity, is 
cheating his engine out of a reputation and 
his customer out of power. 

259. TIMING THE VALVES.— The move- 
ment of the valves should be timed to give 
the proper results. This is an important 
point for all gas engine operators to remem- 
ber. The valve cams on a four-cycle engine 
are usually driven by the two to one gear 
fitted onto the crank shaft, and if for any rea- 
son the gears are taken apart and put to- 
gether, even if only one cog is out of place, 
it will throw the valves and sparking arrange- 
ment out of time. 

260. The manufacturers usually mark a 
TOOTH or COG on one gear and its corre- 
sponding groove on the other with the same 
mark. These marked points should always 
meet, and the engine is then properly timed. 
You can, of course, easily understand how a. 
cam and cam roller may become worn by con- 
stant use so as to throw the valve out of time.. 
A worn condition means lost motion, which 



70 THE PRACTICAL GAS ENGINEER. 

results in opening the valve too late and clos- 
ing it too early. 

261. You can test an engine to know if it is 
properly timed by turning the wheels over 
slowly and noticing at what point the valves 
open and close and where the igniting points 
separate. 

262. THE RECEIVING VALVE should open 
at the beginning of the outward stroke and 
close at the end of the same stroke. The next 
inward stroke is the compression stroke, 
when all valves should be closed. 

263. THE SPARKER POINTS should sepa- 
rate and make a spark just before the end of 
the compression stroke is reached. This is 
done to allow for the instant of time between 
the making of the spark and the resulting 
combustion. The force of combustion does 
not come instantaneous with the making of 
the spark. Therefore the compression stroke 
will have ended before the force of combus- 
tion really begins, and the piston just start- 
ing on its outward stroke receives the full ex- 
pansive force of combustion. 

264. If the spark were made just at the end of 
the compression stroke actual ignition or ex- 
pansion would not occur until the piston had 
traveled probably a fourth of its outward 
stroke. This delayed combustion could not 
be as effective as if occurring at the very be- 
ginning of the working stroke. 

265. THE EXHAUST VALVE should open 



THE PRACTICAL GAS ENGINEER. 71 

when about three-fourths of the working 
stroke is completed, so as to relieve the cylin- 
der practically to atmospheric pressure at 
the end of the stroke. The exhaust valve 
should then remain open for the entire ex- 
haust stroke, and should close just as the re- 
ceiving valve is again opening. 

266. Again I think it proper to refer to the ques- 
tion of lubricating the valve stems of the gas 
engine. The work an exhaust valve is de- 
signed to do makes lubricating impracticable. 
The heat passing through the exhaust valve 
will quickly destroy the lubricating qualities 
of any oil, and therefore it makes it useless. 

267. It is, therefore, the custom of gas engine 
builders to make no provision for valve lu- 
brication. They can be operated successfully 
without oil. Before starting a new engine 
squirt some kerosene oil on the stem and see 
that it moves freely. A good grade of pow- 
dered graphite used on the valves and valve 
stems occasionally would tend to improve 
their working qualities. 

268. All frictional parts should be regularly lu- 
bricated. But the crank pin and cylinder 
need to be specially looked after. The oil 
cups supplying these parts should be noticed 
often during a day's run to make sure that the 
oil is supplied and properly distributed. 

269. Insufficient lubrication of the cylinder is 
often indicated by a peculiar blowing, bark- 
ing noise in the cylinder at each impulse. It 



72 THE PRACTICAL GAS ENGINEER. 

is due usually to a dry piston allowing the 
force of combusion to pass the rings. It can 
often be overcome by adjusting the lubricator 
for a freer oil supply without stopping the en- 
gine. 

270. After running a cylinder dry, at the first 
opportunity the piston should be taken out, 
and the rings, their seats and the entire pis- 
ton thoroughly cleaned. At the same time 
the cylinder and combustion chamber should 
be examined with a lighted candle and 
cleaned from chunks of burnt lubricating oil 
and deposits of carbon in the form of soot. 
This is also a good time to clean the valve 
and valve ports, as well as the igniting ap- 
paratus. 

271. Before the piston is returned to the cylin- 
der it should be lubricated with oil. A good 
engineer will seldom have this to do, because 
he will see to it that his cylinder is lubricated. 

272. The crank bearing should run cool. If it 
does not it indicates that lubrication is at 
fault or that it is not properly adjusted. 

273. A good engineer will not rest easy until he 
has located and removed the cause of a hot- 
running crank box. 

274. FUEL CONSUMPTION of an engine is 
always a legitimate question, and one of 
grave importance to the purchaser, as well as 
to the manufacturer. 

275. Ordinarily about one and two-tenths pints 



THE PRACTICAL GAS ENGINEER. 73 

(1 2-10) of gasoline or about fifteen feet of 
natural gas, per horse power per hour under 
full load, will cover the fuel consumption. 
That is, when the gases named are of stand- 
ard quality and the water comes from the wa- 
ter jacket at a temperature of about 160 de- 
grees Fahrenheit. 

276. The temperature of the water in the cham- 
ber around the cylinder has very much to do 
with fuel consumption. 

277. If water from a hydrant is forced around 
the cylinder so as to keep it cold, the heat 
from the explosions or combustion is cooled 
down so quickly by radiation that the expan- 
sive force is materially reduced, and conse- 
quently less power from the same charge. 

278. The object of the water is not to keep the 
cylinder Cold, but simply Cool enough so as 
to prevent the lubricating oil from burning. 
The hotter the cylinder with effective lubrica- 
tion the more power the engine will develop. 

279. It should also be remembered that an en- 
gine is the most economical in fuel consump- 
tion when working practically under a full 
load. 

280. It is wrong to suppose that an engine tak- 
ing fifteen feet of gas per horse power under 
a full load should take only seven and a half 
(7y 2 ) feet under half load. When running 
empty an engine may use from thirty to thir- 
ty-five per cent of its total fuel consumption 
under full load. 



74 THE PRACTICAL GAS ENGINEER. 

281. Speed has considerable influence over fuel 
consumption, especially in driving the engine 
empty. Take, for instance, an engine of four 
horse power, run it empty at a speed of, say, 
250 revolutions per minute, and notice its fuel 
requirements at that speed, then increase the 
speed to 500 revolutions per minute, and you 
practically double the fuel consumption run- 
ning the engine alone. 

282. It is not always practical for a manufac- 
turer to guarantee fuel consumption. I 
should say it is seldom, if ever, practical to do 
so without exacting from the purchaser con- 
ditions and requirements that would make 
him feel that the engine itself is not prac- 
tical. In general the average fuel consump- 
tion may easily be kept down to the quantity 
above mentioned, although many conditions 
may arise to change the amount required. 

283. It is not always the fault of the manufac- 
turer if the fuel consumption overruns the 
estimate. It is more often the fault of the 
engineer, in my opinion. 

I should advise for economical fuel con- 
sumption : 

First — To keep jacket water at 160 degrees 
Fahrenheit. 

Second — To run engine at a medium speed. 

Third — To use a good standard fuel. 

Fourth — To see that every charge the en- 
gine takes is exploded, for which a proper 



THE PRACTICAL GAS ENGINEER. 75 

mixture and a good spark or hot tube are 
necessary. 

Fifth — The admission valve should close 
properly between charges, so as not to allow 
a continuous flow of fuel into the engine. 

Sixth — Never throttle the fuel so closely 
that the engine cannot get a full charge every 
time it needs it. 

Seventh — Be sure that there is no leak in 
the supply or overflow pipes where fuel 
can escape. 

Eighth — When gasoline is used be sure 
that there is no leak in the supply tank. 

Ninth — Exhaust and Receiving Valves 
must seat properly and not leak. Cylinder 
rings must hold the explosive force. 

With these precautions one will use only so 
much as will be required by the engine to 
handle its load. 



76 THE PRACTICAL GAS ENGINEER. 



PART IV 



GAS ENGINE TROUBLES 

284. Following are five gas engine troubles that 
are most frequently met with : Defective Ig- 
nition, Pounding in the Cylinder, Loss of 
Power, Back Firing and Obstinate Starting, 
although the last is very often intimately as- 
sociated with the first. 

285. DEFECTIVE IGNITION.— The symp- 
toms and causes for defective ignition are: 
Difficult starting, thumping in the cylinder 
and an occasional terrific report at the end 
of the exhaust pipe, Misfiring, Premature 
Firing. It must not be taken for granted, 
however, that difficult starting is always due 
to defective ignition. But when an engine 
refuses to start after turning the wheels sev- 
eral times, defective ignition may be sus- 
pected, and the igniting apparatus should be 
looked after. 

286. REMEDIES FOR DEFECTIVE IGNI- 
TION. — If a tube ignitor is used and the 
charge is fired too early, throwing the wheels 
backward, the flame should be raised so as 
to heat the tube at a higher point. If the 
charge isn't fired at all, then the flame may 
be directed at a lower point on the tube. But 
in either event it is always best to have the 



THE PRACTICAL GAS ENGINEER. 77 

tube quite hot (bright red hot) when start- 
ing. It can be cooled to a cherry red after 
the engine is running, and yet fire its charges 
successfully. The port or passage between 
cylinder and tube must always be free and 
unobstructed. It sometimes clogs with burnt 
carbon. Sometimes the builder makes this 
port too small. Clean if obstructed. Enlarge 
it if necessary. 

287. When the battery or magneto is used for 
ignition purposes the timing of the spark is 
always important. The terminals should sep- 
arate just before the crank passes the inner 
center. The switch may be disconnected. 
Some of the wires may be loose on their 
binding posts. The terminals or the movable 
terminal shaft may be gummed up or cor- 
roded and needs cleaning. The battery may 
be nearly exhausted and needs renewing. The 
current may be short-circuited somewhere be- 
fore reaching the engine. 

288. SHORT CIRCUIT.— If the zinc plates or 
any one of them should be allowed to touch 
the carbon within the cell it will cause an 
internal short circuit. If one wire from the 
battery to the engine should have its insula- 
tion broken at a point where it touches some 
pipe or iron that in any way communicates 
with the other wire, there is an external short 
circuit. Broken insulation may short circuit 
the spark coil. 

289. The Battery current is tested by discon- 



78 THE PRACTICAL GAS ENGINEER. 

necting the end of one of the terminal wires 
and touching with it the binding post to 
which the other wire is attached. If it does 
not make a bright spark each time the wire 
is snapped or slipped off the binding post you 
can be sure that some of the causes above 
named are to be found, and as soon as the 
cause is removed the spark will show up all 
right. 

290. If there is a good spark on the ends of 
the wires and a weak one or none at all at 
the point of contact of the terminals it indi- 
cates that the trouble is in the sparking mech- 
anism on the engine. This mechanism is 
either corroded, gummy or short circuited. 
It should be thoroughly cleaned and closely 
examined for a short circuit. Carbon de- 
posit coating over the insulation on inside of 
exploding chamber may cause a short circuit. 

291. The SPARKER INSULATION can eas- 
ily be tested by disconnecting the wire NOT 
attached to the insulated terminal and snap- 
ping it off some of the bright parts of the 
engine, when the terminals are apart (the 
other wire being of course attached to the 
binding post on the insulated terminal), and 
if a spark is made it indicates that the insula- 
tion is broken and consequently a short cir- 
cuit. If no spark is made the insulation is all 
right. 

292. There should be nothing loose or no lost 



THE PRACTICAL GAS ENGINEER. 79 

motion about the terminals or the mechanism 
operating them. 

293. Either a good fluid or dry cell battery will 
furnish a good spark from two to six months, 
according to the amount of work done with 
the engine. If the engine is used continuous- 
ly for ten hours each day the battery may 
need renewing any time after two or three 
months. 

294. I have on several different occasions found 
engines that absolutely refused to start when 
the battery and all connections seemed to be 
in good condition, but went off and ran per- 
fectly from the first turn of the wheel after a 
new spark coil was placed in the circuit. The 
short circuit in the old coil was so deep down 
among the coils of wire that it could not be 
detected. 

295. The character or appearance of the spark, 
and especially if of a scattering nature, should 
lead you to suspect a short circuited coil. An 
EFFECTIVE or GOOD igniting spark is a 
SINGLE BLUE-WHITE SPARK at the 
point of contact. But beware of a dozen little 
sparks flying out in all directions from the 
terminals. They will not ignite. 

296. A battery may not be entirely exhausted 
when it fails to give an igniting spark. The 
fluid in the cell may have evaporated so that 
the carbon element is not sufficiently sub- 
merged. I have repeatedly revived fluid bat- 
teries that were apparently exhausted by 



80 THE PRACTICAL GAS ENGINEER. 

simply filling into each cell pure rain water 
to within one-half inch of the lid of the cell. 

297. An old battery that has not been used for a 
long time, and in which the elements seem 
good, may be treated this way, and after- 
wards short circuited for about three or five 
minutes. 

298. In fact, in renewing a battery or setting up 
a new one, it is always good policy to short 
circuit it for from three to five minutes by 
bringing the ends of the terminal wires in 
contact with each other. This creates a 
healthy chemical action within the cells, which 
is necessary to generate the electric current. 

299. The current from a dynamo ignitor is test- 
ed, while the dynamo is running at its rated 
speed, by taking a piece of wire about two 
feet long with the insulation stripped off both 
ends, and placing one end onto one of the 
binding posts of the machine and snapping 
the other end off the other binding post. This 
will produce a faint spark if a current is gen- 
erating, and by placing a spark coil in the 
circuit — that is, by taking two short wires as 
above described and connecting one end of 
each to a binding post on the coil and using 
the other ends to make and break the current 
on the dyanmo binding posts — you can judge 
on the dynamo binding posts — you get the 
full benefit of the current and can judge 
of the igniting qualities by the size and color 
of the spark. 



THE PRACTICAL GAS ENGINEER. 81 

300. The fields of a dynamo should not become 
overheated, but should remain cool. The 
bearings should be oiled properly, and the 
brushes and commutator should have regular 
attention. It should be kept absolutely clean. 
For further information see chapter on Gen- 
erator Ignition. 

301. Before leaving the subject of ignition I 
wish to emphasize the fact THAT A GAS 
ENGINE IS NOT RUNNING PROPER- 
LY if every charge admitted by the governor 
is NOT FIRED or ignited. No one should 
allow his engine to run taking two, three or 
four charges in succession and only firing one 
of them, without immediately locating and re- 
moving the cause. 

302. I recall a case of misfiring and an occa- 
sional terrific report at the end of the exhaust 
pipe which was caused by the taper pin, 
which held the rocker arm to the movable 
stem, wearing loose and allowing lost motion 
at this point, w T hich should have been rigid. 
A new and larger sized pin made out of a 
wire nail driven firmly into position com- 
pletely overcame the trouble. 

303. The lost motion made such an indefinite 
and uneven contact that only an occasional 
charge was ignited, which in turn ignited 
those previously forced through the cylinder, 
without ignition, into the exhaust drum and 
pipe, and the result w r as a terrific report at 
the end of the exhaust pipe, similar to the 



82 THE PRACTICAL GAS ENGINEER. 

firing of a cannon. Every engineer should 
familiarize himself quickly with the natural 
sounds of his engine, and his ear will always 
be on the alert and detect any unnatural 
sound the instant it occurs. 

304. I have been able to correctly say, "That 
engine is not firing all its charges/' by lis- 
tening to the exhaust reports half a mile 
across the country. The character of the 
sound of the exhaust reports, as well as their 
number between intermissions, will also tell 
you at a distance whether the engine has a 
light or heavy load and whether it is over- 
loaded. 

305. The sense of hearing suspects and decides 
whether there is trouble when the engine is 
running. The sense of sight locates and cor- 
rects it. The sense of smell will tell you 
whether fumes of burnt gas are passing the 
piston rings or leaky valves, and escaping 
into the engine-room instead of outside 
through the exhaust pipe. The sense of 
touch tells you whether the journal boxes 
and other bearings are running cool. The 
sense of taste is about the only one of the 
five senses that we do not need to detect some 
trouble about an engine. In fact, I have seen 
engines running so badly that I imagined I 
could taste it. The ear, however, may be 
considered the chief guide while the engine 
is in motion. 

306. POUND IN CYLINDER.— The principal 



THE PRACTICAL GAS ENGINEER. 83 

cause of pounding in the cylinder is pre-igni- 
tion of the charge. Pre-ignition, as has al- 
ready been stated, is usually caused by some 
projecting point or carbon deposit in the ig- 
niting chamber, heated to the igniting point. 
A high compression of the charge may also 
contribute to pre-ignition. 

307. Of course a knock or pound at the wrist 
or crosshead, due to lost motion at these 
points, must not be confounded with a pound 
in the cylinder. A loose fly-w T heel may also 
puzzle one at times, inasmuch as the jar or 
thump caused by it may sound like a thump 
in the cylinder. 

308. I would test pre-ignition by throwing off 
the igniting current or shutting off the tube 
ignitor. If the engine continues to fire its 
own charges and runs along pounding away 
it is good evidence that the pound is due to 
pre-ignition. If, however, it ceases to fire 
the charges the instant the igniting current is 
cut off, pre-ignition caused by projecting 
points or carbon deposit may be excluded. 
But the hot point on the tube and the time of 
the spark must not be overlooked. If, how- 
ever, the pounding keeps up until the engine 
stops, a tight piston is probably the cause of 
the trouble. 

309. I have frequently shut off the current and 
gas from a pounding engine and noticed it 
stop dead sooner than you should expect it to. 
And when endeavoring to turn the fly-wheel 



84 THE PRACTICAL GAS ENGINEER. 

over by hand the piston stuck tight in the 
cylinder. A few minutes' rest, allowing it to 
cool, will loosen up the piston. 

310. If a piston is made to fit the cylinder too 
snugly it will usually result in pounding in 
the cylinder when the engine is put under a 
a heavy load. The cylinder thump or pound 
is a deep, heavy pound, while a loose fly- 
wheel or loose crank bearing is indicated by a 
thump more of the clicking variety. Then 
there is a BARKING NOISE, due to the 
escape of the EXPLOSIVE FORCE PAST 
THE CYLINDER RINGS. This is easily 
distinguished from either of the others. 

311. The object is to locate the cause of thump 
or pound wherever it is and remove it. Any 
one who is able to find the cause of the trou- 
ble will no doubt find a remedy that will soon 
correct the difficulty. 

312. If pre-ignition is the cause the pounding 
will cease as soon as the combustion chamber 
is cleared of the carbon deposit, the project- 
ing point causing the firing is removed, the 
time of the spark set later or the flame on the 
tube elevated. 

313. If the cylinder rings allow the explosion 
to pass, making a barking noise, they should 
be either replaced by new ones well fitted 
into their grooves and also to the cylinder, 
or the old ones should be dressed witha fine 
file, on their surface, so as to bear at all 



THE PRACTICAL GAS ENGINEER. 85 

points of their circumference on the cylinder 
wall. 

314. If the knock is in the crosshead it may be 
relieved by tightening up the bearing. Care 
must be exercised lest you get it too tight, 
which will make it knock more than ever. 

315. If the knock is in the crank pin box it is 
best to take it up a little at a time. A loose 
fly-wheel must never be allowed to run until 
it is thoroughly keyed to the shaft and per- 
fectly tightened. 

316. I might add that pre-ignition is liable to 
cause undue expansion of the piston and 
cause it to stick in the cylinder. In such in- 
stances it is not proper to dress the piston 
until pre-ignition is corrected. A piston that 
sticks when pre-ignition occurs may run all 
right when pre-ignition ceases. The cause of 
this undue expansion of the piston from pre- 
ignition is the extreme heat the piston en- 
counters while firing the charge before the 
end of the compression stroke. 

317. Don't conclude that a THUMP, POUND 
OR THUD about an engine is always due to 
some trouble in the cylinder. Look for such 
causes as the following: 

First — Pre-ignition (premature firing). 

Second — Badly worn or broken piston 
rings. 

Third — The explosive force escaping by 
the piston. 

Fourth — Improper setting of a valve. 



86 THE PRACTICAL GAS ENGINEER. 

Fifth — A badly worn piston. 

Sixth — Piston striking some projecting 
point or foreign body in the combustion 
chamber. 

Seventh — A loose crosshead bearing. 

Eighth — A loose crank pin bearing. 

Ninth — A loose nut or journal box cap. 

Tenth — A flv-wheel or pulley loose on the 
shaft. 

Eleventh — A broken spoke, hub or rim in 
fly-wheel or pulley. 

Twelfth — Lost motion in any bearing, gear 
or governor. 

319. The sound produced bv pre-ignition may 
be described as a DEEP, HEAVY POUND. 

320. A loose fly-wheel causes a thump or some- 
times a sort of metallic grating sound. 

321. A loose crosshead or crank bearing makes a 
thud or knock. 

322. A click will usually direct attention to a 
loose nut or cracked rim, spoke or hub, on 
pulley or fly-wheel. 

323. LOSS OF POWER.— The loss of power 
is due principally to leaky valves, misfiring 
and choked inlet or exhaust passage. A bent 
exhaust lever or lost motion by reason of a 
worn condition of the cam and cam wheel or 
roller, which will prevent a full and free 
opening of the valve, will cause a constricted 
passage. 

324. Under leaky valves may be considered 



THE PRACTICAL GAS ENGINEER. 87 

leaky piston rings, or any point about the 
cylinder where part of the explosive force es- 
capes while it is driving the piston on its 
working stroke. 

325. The valves, if leaving, should be taken 
out and thoroughly cleaned and ground into 
their seats with powdered emery and lubricat- 
ing oil. 

326. If the cylinder rings are so worn as to 
become leaky or allow escape of the explosive 
force, they must be replaced by new ones, 
and it is sometimes necessary to put the pis- 
ton into a lathe and true up the grooves to 
fit the new rings. If any point of leak is dis- 
covered it should be properly packed or 
plugged at once. 

327. MISFIRING means failing to fire each 
charge the engine takes, and the remedy has 
already been given. It consists of examining 
the battery and all its connections to the 
terminals, and determining whether the bat- 
tery is exhausted or not, whether there are 
broken connections, whether the terminals or 
other points need cleaning or attention oth- 
erwise. If tube ignition is used, whether 
the tube is hot enough, whether it is heated 
too high up, whether by corrosion or other 
means the passage from the cylinder to the 
inside of the tube is closed up. Also de- 
termine whether fuel is fed to the engine in 
proper quantities. May not be getting 
enough at a charge or even too much. 



88 THE PRACTICAL GAS ENGINEER. 

328. CHOKED INLET PASSAGE.— Nearly 
all gas engines are fitted with some kind of 
a mixing device in the shape of a perforated 
plate, wire screen, etc. These mixing devices 
may become occluded with dust, soot, waste, 
cloth or paper drawn into the inlet pipe. The 
strangest of all they sometimes become oc- 
cluded with ice. The rapid vaporization of 
the gasoline while passing through the mixer 
may freeze any watery elements in the air 
and gasoline, and deposit it in the shape of 
ice in the mixer until it becomes completely 
occluded. 

329. The engine may start off and pull its load 
easily, and as the ice is gradually deposited 
in the mixer the engine shows less and less 
power, until it finally stops. A wait of five 
or ten minutes will melt the ice sufficiently 
to allow another short run. Such actions or 
symptoms should lead one to suspect a frozen 
up mixer and to look for the cause. 

330. In a number of such instances that came 
under my notice I have simply removed the 
mixer screen entirely and ran the engine 
without it, which overcame the trouble en- 
tirely. 

331. Whatever the cause of a choked inlet, see 
that the cause is removed. 

332. BACK-FIRING. — The explosive force 
coming out of the mouth of the receiving 
pipe is called back-firing. Its principal cause 
is a delayed combustion of the previous 



THE PRACTICAL GAS ENGINEER. 89 

charge. When the air entering the cylinder 
does not receive a sufficient charge of gas 
or gasoline it makes a slow burning mixture. 
This mixture may be so slow in combustion 
that it continues to burn not only on the work- 
ing stroke but also on the exhaust stroke of 
the piston, and there still remains enough 
flame in the cylinder to fire the fresh in- 
coming charge, which, of course, escapes 
back through the receiving pipe, the receiv- 
ing valve being open. 

333. Any projecting point of iron in the ignit- 
ing chamber or chunks of carbon deposited 
in the cylinder may become heated to a red 
heat and serve to ignite the incoming charges. 

334. Feeding the fuel a little more freely will 
remedy the back-firing if caused by a weak 
mixture. If it does not control it chunks of 
carbon cr projecting points of iron or carbon 
should be looked for and removed if found. 

335. OBSTINATE STARTING. — Defective 
ignition is one of the principal causes, and 
vou have already been told the remedy. But 
SLOW VAPORIZATION of gasoline in 
cold weather, OVERCHARGING THE IN- 
GOING AIR with gas or gasoline when turn- 
ing an engine over by hand, and WATER 
IN THE CYLINDER when trying to start, 
are causes as frequently met with as de- 
fective ignition. 

336. You can facilitate vaporization of gasoline 
in cold weather for starting purposes by pre- 



90 THE PRACTICAL GAS ENGINEER. 

viously heating some point of the air inlet 
pipe, which serves to warm the air as it en- 
ters, which in turn vaporizes the gasoline 
better than cold air. 

337. A bottle of gasoline heated by holding it 
in hot water may be used for starting. The 
heated gasoline vaporizes easier. 

338. To avoid overcharging the ingoing air 
when turning the wheels over slowly in start- 
ing, a starting cup may be used on mouth of 
receiving pipe instead of turning on gasoline 
by the needle valve. This gives the initial 
impulses. After a few impulses are received, 
by opening the needle valve very slightly and 
gradually increasing the opening, the proper 
starting point is found. The valve set at 
that point will usually start the engine when 
the wheels are rolled over. 

339. If WATER is found in the cylinder it must 
be removed and the leak stopped before a 
start is made. Sometimes a leak is so slight 
that it will not affect the running of the en- 
gine after it is started, but will leak enough 
while the engine is idle to prevent starting. 

340. Therefore it is always well to drain the 
water jacket entirely before stopping the en- 
gine, and to start the engine before turning 
the water on again. Forming a habit of thus 
draining the water off before stopping the 
engine will serve an excellent purpose both 
in a leaky cylinder and in cold weather, 

341. GROUND JOINTS that become leaky 



THE PRACTICAL GAS ENGINEER. 91 

should be reground with flour of emery and 
oil, and wiped perfectly clean after sufficient- 
ly ground. 

342. LEAKY VALVE STEMS are remedied 
by reaming out the bearing and putting in a 
bushing or a larger stem. The stem, of 
course, must be in line with the bearing cen- 
ters of the valve seat. 

344. If IGNITION GRADUALLY FAILS 
make the tube hotter. Renew battery or have 
magneto or generator put in order by an elec- 
trician. 

345. WEAK EXPLOSIONS, when engine is 
starting, hardly strong enough to drive en- 
gine up to speed, indicates leaky valves. 

346. IF SPEED GETS LOWER AND EN- 
GINE FINALLY STOPS, suspect: 

First — Irregular ignition; charges not all 
fired. 

Second — Overheated cylinder or piston. 

Third — Hot journal or wrist box. 

Fourth — Overload on engine. 

Fifth — Fuel supply exhausted. 

Sixth — Exhaust or receiving valve leaking. 

REMEDIES : 

First — Repair broken wire connections, 
clean electrodes or igniting mechanism, re- 
pair insulation, renew battery, attend to mag- 
neto or sparking dynamo. Heat igniting 
tube to a higher degree. 



92 THE PRACTICAL GAS ENGINEER. 

Second — Increase supply of cold water and 
lubricating oil. 

Third — Stop engine, examine hot box; 
if cut any, dress all rough places, and wipe 
out all filings or cuttings, readjust boxes to 
bearings carefully, lubricate well, start en- 
gine, and keep a close watch on it for sev- 
eral days. If it shows any tendency to heat, 
examine again and readjust. 

Fourth — Reduce load on engine. 

Fifth — Replenish fuel supply. 

Sixth — Grind the valve that leaks, to a 
good seat, with emery flour and oil. Leaky 
valves and piston rings can be tested by 
turning the engine wheels over till the pis- 
ton gees on its compression stroke. If the 
valves and piston hold, the compression of 
air causes the piston to rebound. If they 
leak, you can turn the wheel on over the 
compression stroke. 

347. SMOKE at the end of the exhaust pipe 
means an over supply of fuel or a surplus 
of lubricating oil in the cylinder. 

349. SMOKE at open end of cylinder indi- 
cates that there is either a sand hole in the 
piston, leaky rings, or that the lubricating 
oil in the cylinder is decomposed by the 
heat. 

350. Piston taken out and filled full of water 
will test it for a sand hole or other leak. 

351. When piston is out examine rings if 
broken or worn out, or show by wearing at 



THE PRACTICAL GAS ENGINEER. 93 

only one or two places in their circumfer- 
ence that they do not fit the cylinder, re- 
place them with new ones snugly fitted into 
the piston grooves, as well as turned to fit 
the cylinder. If lubricating oil is burning 
increase supply of cold water. 



PART V 



GENERAL INFORMATION. 

352. BOUND BOXES.— When either the 
crosshead or crank boxes become worn so 
that they shoulder tightly after all the lin- 
ers are taken out, without correcting the 
lost motion or knock, their shoulders must 
be dressed either in a shaper by a machinist 
or filed true so that they can be set snugly 
to the pin they inclose and yet do not shoul- 
der by from one-eighth to a thirty-second 
of an inch. 

353. LINERS. — The space between the box 
shoulders is usually filled in with two to 
four thin sheets of cardboard or wood fiber, 
called LINERS. 

354. LINERS REMOVED. — As the boxes 
wear one liner at a time is removed and the 
nuts on the boxes set up a little closer. 

355. SETTING A BOX.— Never set a box so 
close as to bind the pin or shaft it encloses. 



94 THE PRACTICAL GAS ENGINEER. 

But set it close enough to prevent it knock- 
ing. Set the nuts, holding the box, up 
equally. Bring theml up gradually to- 
gether. Never set one up tight before 
bringing the other up. Don't be in a hurry. 
Don't set the boxes haphazard. Try the 
box after setting by turning the wheels . 
over to see if it works tight and stiff. If 
so, it is too tight. Use judgment, other- 
wise you will have a ruined box. 

356. PINS WORN OUT OF TRUE should 
be calipered and dressed round again with 
a file, or, better, put into a lathe and trued 
up with a tool and file. This refers prin- 
cipals to the CROSSHEAD or PISTON 
PIN, and the CRANK PIN. 

357. CUT BOXES.— Scrape the box or file it 
smooth with a fine file. Do the same with 
the pin by dressing off all the ridges and 
grooves. 

358. HOT BOXES.— Watch all the bearings 
on your engine closely, especially while 
new. If any of them run hot stop your 
engine and examine carefully for the cause. 
If too tight loosen it up a little; if it bears 
heavy on one side dress the point carefully 
where it shows the most wear ; if a burr or 
high point on the shaft or pin dress it down 
smooth, but don't let the box run hot very 
long at a time. 

359. RE-BABBITTING A BOX.— If you have 
never seen a box rebabbitted vou had better 



THE PRACTICAL GAS ENGINEER. 95 

not undertake it until you have called in 
some one who has had experience to assist 
you. But if your judgment is good and 
you have sufficient confidence in your abil- 
ity to do a thing properly you can do it 
alone. The principal things to be observed: 
Get the box perfectly level, clean out all the 
old babbitt, have box perfectly dry, adjust 
shaft in perfect line with the cylinder and 
the other box or bearing and stay it thor- 
oughly so it will not be jarred out of place 
while babbitting. Cut cardboard to fit 
around the shaft and the ends of the box, 
and then paste the cardboard to the ends 
of the box by means of putty or clay, and 
then close up all the creases with it where 
the babbitt might run out. When all is 
ready to receive the metal, which should be 
hot enough to quickly char a small stick 
thrust into it, put a piece of rosin onto the 
metal and pour as steadily as possible into 
the box. Babbitt only half of the box at a 
time. 

360. PACKING.— The cylinder head and 
valve chambers are in many engines packed 
onto the cylinder. Probably the best "all- 
round" packing to use, and the most easily 
procured, is asbestos sheeting or board. 
Some builders use a packing called RUB- 
BER ASBESTOS. Asbestos will stand the 
heat better than any other packing known. 

361. LIME DEPOSIT IN WATER CHAM- 



96 THE PRACTICAL GAS ENGINEER. 

BER. — Don't let water chamber become 
filled with lime deposit. Better clean it out 
once a month by taking oft Cylinder Head 
and scraping the jacket free from lime. 

362. If you are called on to clean a jacket that 
is well filled with lime and difficult to re- 
move by scraping, the Hot Oil process of 
removing the lime is, we think, the least 
injurious. 

363. It is done as follows : Drain all the water 
from the jacket, plug the lower port into 
the jacket, and through a short nipple or 
pipe in the upper port fill trie water space 
with oil. Then run the engine till the oil 
gets boiling hot. Then let it stand over 
night to cool. Heat it again to the boiling 
point next morning by running the engine. 
Then stop the engine, drain off the oil and 
let the engine cool off. Then start your 
engine with water turned on, and run for 
several hours, and when cooled shut off 
water and thoroughly drain off all sedi- 
ment. 

364. A BURST WATER JACKET, THE 
RESULT OF FREEZING.— No matter 
how much is said or written in the way of 
caution about draining the cylinder jacket 
and water pipes, carelessness will prevail in 
some instances and a freeze-up, bursting 
the cylinder jacket, will occur. 

365. It is fortunate, however, that the cylinder 
itself is seldom injured by these freeze-ups. 



THE PRACTICAL GAS ENGINEER. 97 

Usually only the outer casing bursts, and 
hence does not interfere with the success- 
ful running of the engine. 

366. When the exhaust valve chamber is wa- 
tered the same trouble will occur with it if 
it is not properly drained. 

367. When a freeze-up occurs it results usu- 
ally only in cracking the w r ater casing and 
the remedy is to patch it and go ahead. 

368. The patching is done as follows : Drain 
off all water, plug lower pipe connections, 
fill jacket with a salamoniac solution (one 
pound to a gallon of water), let stand thirty 
minutes, drain and run engine five minutes 
to warm jacket. Stop engine, put solution 
back into jacket and repeat the process 
three or four times. If the crack is not too 
large you will thus form a RUST JOINT 
that will never leak. 

369. If this does not stop the leak, take an 
iron plate, long enough to cover the crack, 
shape it to the cylinder, drill quarter-inch 
holes along each edge about two inches 
apart, drill and thread holes into the cylin- 
der wall to match, lay a piece of candle 
wick, well saturated with white lead, on the 
crack and bolt the plate tightly over it with 
one-quarter inch round-head screws. When 
using this method it is best to chip a little 
crease along the crack to receive part of the 
wick. 

370. HOW TO GRIND A VALVE.— As has 



98 THE PRACTICAL GAS ENGINEER. 

already been stated, nearly all modern gas 
engines use valves of the poppet variety. 
When it is suspected that a valve needs 
grinding, strip the stem of its lock-nuts 
and spring, and remove the cap or plug 
over the valve pallet, lift it out and exam- 
ine the seat. 

371. If it does not show a good bright bearing 
all around it needs grinding, which is done 
as follows : Apply lubricating oil to the 
seat of the pallet, then sprinkle on some 
flour of emery and drop the pallet into its 
seat. The top of the valve is. usually creased 
to receive a screwdriver bit. 

372. With a brace and bit the pallet may be 
turned round and round for a time and 
then back and forth in a semi-circle. Work 
it this way, alternating the movements, for 
some time. Occasionally lift the valve pal- 
let slightly from its seat, let it drop back 
and repeat the grinding movements. 

373. When the valve turns without any appar- 
ent grinding friction take it out, wipe it 
clean, examine the seat, apply more oil and 
emery, and put it through another course 
of grinding. 

374. This process may have to be repeated a 
number of times, but don't get in too much 
of a hurry to get through. 

375. Two hours spent industriously on a valve 
may prove to be well spent and time saved. 



THE PRACTICAL GAS ENGINEER. 99 

376. When a good bearing seat is secured wipe 
the valve pallet and stem, as well as the 
valve seat and sleeve, in which the stem 
works, entirely free from emery, oil and 
grit. Return the pallet to its seat, close up 
the valve and adjust the spring and lock- 
nuts to the stem ready for service. 

377. In handling a gas engine the first thing 
to learn is "not to be afraid of it." There 
is nothing about it that will injure or hurt 
you unless you allow yourself to become 
careless. 

378. Such incidents as getting arms, legs and 
clothes caught in the gears, shaft, governor 
or FLY-WHEEL KEY, while the engine 
is running, are results of pure carelessness. 

379. It is the engineer's duty to caution others 
who may be looking at his engine of these 
dangers. 

380. EXPLORING THE INTERIOR OF 
THE CYLINDER.— It is sometimes nec- 
essary to explore the interior of the gas 
engine cylinder with a lighted candle, for 
the purpose of locating some sharp projec- 
tion, burnt carbon, crack or sand hole, etc. 
When doing this always remember that a 
CHARGE OF FUEL may remain in the 
cylinder, and whether the candle is insert- 
ed through one of the valve ports or the 
open end of the cylinder, be sure to keep 
YOUR FACE away from the opening. 

381. The lighted candle will ignite the charge, 



100 THE PRACTICAL GAS ENGINEER. 

and the flash through the open port may 
result in a seriously burnt face. The can- 
dle is usually put into the cylinder on the 
end of a long, sharp pointed wire or stick. 

HORSE POWER EXPLAINED. 

382. Every engine uses a certain per cent of 
its total power to drive itself. 

383. A. H. P.— ACTUAL HORSE POWER 
means the power an engine has to spare for 
driving other machinery after driving it- 
self. 

384. I. H. P.— INDICATED HORSE POW- 
ER is A. H. P. plus the power an engine 
requires to drive itself. 

385. TOTAL POWER of an engine is the 
same as is its I. H. P. BRAKE HORSE 
POWER, B. H. P. same as A. H. P. 

386. If an engine develops on Brake Test 
seven Brake Horse Power, or Actual Horse 
Power, and it takes three H. P. to drive 
itself, it is therefore properly called a TEN 
INDICATED and SEVEN ACTUAL or 
Brake Horse Power. About 75 per cent of 
the Indicated power should be available for 
useful or actual H. P. 

387. INDICATED HORSE POWER is de- 
termined by an instrument called an INDI- 
CATOR attached to the compression cham- 
ber of the cylinder, which is capable of in- 
dicating the pressure behind the piston by 



THE PRACTICAL GAS ENGINEER. 



101 



tracings on a card. The power is figured 
from the area of this tracing, as follows : 

Multiply the area of the piston in square 
inches, by the mean effective pressure in 
pounds per square inch, as shown by the card 
tracing, by the number of explosions per 
minute, by the length, in feet, of the working 
stroke of the piston, and divide the product by 
33,000; the quotient will be the indicated 
horse power. 

388. BRAKE TEST.— A piece of belt with 
linwood cleats fastened to it with wood 
screws, as per the following illustration, will 




Method of Making Brake Test. 



102 THE PRACTICAL GAS ENGINEER. 

serve to make an excellent arrangement for 
testing brake or actual horse power. 

389. On each end of this brake a paint bucket 
with bail or handle hung onto hooks fast- 
ened onto the ends will serve to hold small 
stones or chunks of iron with which to 
weight the brake and cause sufficient fric- 
tion. 

390. This weight is applied until the engine 
is pulling ail it will pull without materially 
reducing the speed, and the weights on 
each side balance or hang clear of the floor. 

391. The engine is then left running under 
its load for from ten to thirty minutes, dur- 
ing which time the speed is counted a num- 
ber of times, to determine whether the en- 
gine holds the same speed. 

392. When you have determined the same 
speed for some time the test may be con- 
cluded by stopping the engine. 

393. The weights on each end are then weighed 
and the difference in pounds is the number 
of pounds pulled by the engine. 

394. By multiplying the CIRCUMFERENCE 
OF THE WHEEL, IN FEET, by the num- 
ber of pounds pulled, by the number of revo- 
lutions per minute, and dividing this product 
by 33,000, the result will show the Actual or 
Brake Horse Power of the engine. 

395. EXAMPLE.— Diameter fly wheel shown 
in above cut thirty inches, or two and a 



THE PRACTICAL GAS ENGINEER. 103 

half feet. 2^x3.1416 equals Cir. 7.85 ft. 

Cir, Rev. Lbs. 

7.85 ft. x 300 x 52 Q7 h ^ 

— oi^ II. p. 

33,000 

396. A power capable of raising 33,000 pounds 
one foot high, in one minute, equals one 
horse power. 

TO START A GAS ENGINE. 

397. Don't get excited. Go slow. Be sure 
you are right, then proceed as follows : 

First — Clean the engine and all wearing 
parts thoroughly. 

Second — Oil every point where there is 
any friction, EXCEPT VALVE STEMS 
and SPARKER SHAFT. 

Third — If there is a relief or starting 
lever on the engine set it so as to relieve 
the compression. A Pet-Cock is sometimes 
used for this purpose instead of a lever. 
It should be open. 

Fourth — Switch in Battery current. If 
tube ignitor is used the flame against the 
tube should be started first thing. While 
the tube is heating, oil up, etc. 

Fifth — When hot enough open the throt- 
tle valve slightly so as to admit a light 
charge of fuel when the engine is turned 
over. REMEMBER you are more liable to 
give the engine too much fuel in starting 
than not enough. 



104 THE PRACTICAL GAS ENGINEER. 

Sixth — Turn the fly wheels of the engine 
rapidly forward until it gets an impulse. 
Three or four revolutions should be enough. 

Seventh — After the engine has had three 
or four impulses and gained some speed, 
throw out relief lever or close relief Pet- 
Cock. 

Eighth — Start oil from lubricating cup 
on cylinder. Twenty drops per minute 
while engine is new. Less will do later on. 

Ninth — Let water into jacket chamber 
from water supply. 

TO STOP A GAS ENGINE. 

398. First — Shut off water supplv. 
Second— DRAIN CYLINDER AL- 
WAYS; TAKE NO CHANCES OF A 
FREEZE-UP, if you want to avoid trouble. 

Third — Close cylinder oiler. 
Fourth — Shut off gas or gasoline. 
Fifth — Switch out the battery current. 
Sixth — Wipe engine clean and see that 
it is in good shape for its next run. 

399. While cleaning the engine after each 
day's run notice all the points of adjust- 
ment that are liable to need attention and 
see that all nuts, bolts and cap screws are 
tight or properly set. 

400. Notice also the condition of the crank pin 
journal and other bearings. If any of 
them are hot, locate the cause of the heat- 
ing, and, if possible, remove it before start- 
ing the engine for work. 



THE PRACTICAL GAS ENGINEER. 



105 



Jl 



ioj j^pyx^ 




401. Before leaving the engine for the night 
see to it that the gas or gasoline is shut off 
and properly confined in the tank or pipes, 
that the battery current is switched out and 



106 THE PRACTICAL GAS ENGINEER. 

that everything is in apple-pie order for 
the next run. 

402. The illustration on the following page is 
intended, in a general way, to show the man- 
ner of connecting up the water, exhaust pipe 
and battery to the engine. 

403. You will notice the bottom of the cool- 
ing tank is about on a level with the inlet to 
the engine. I think this is a very import- 
ant point to remember. It is better to 
have as few obstructions as possible in the 
water connections, where a natural circu- 
lation is expected. Therefore the cooling 
tank should be so placed that the water 
through the lower pipe to the engine will 
flow at least on a level and not upward. 
There are no objections to placing the tank 
above the engine. 

404. It is also well to observe that the lower 
pipe is connected a few inches above the 
bottom into the side of the tank, thus ar- 
ranging a space below the pipe outlet to 
collect any sediment the water may con- 
tain, which would otherwise be carried into 
the cooling chamber of the cylinder, and 
tend to obstruct it. 

405. The bottom of the cooling tank should 
be provided with a drain cock or plug, 

through which the tank may occasionally 
be drained of all sediment and thoroughly 
cleaned. 

406. The cooling tank, exhaust drum and bat- 



THE PRACTICAL GAS ENGINEER. 107 

tery can of course be placed and connected to 
suit the location of the engine. They do not 
need to occupy the positions in relation to the 
engine as shown in the cut. We prefer that 
exhaust should lead straight up from the en- 
gine rather than downward, as shown in cut. 

407. Place them where they are most conven- 
ient, connecting up the water and exhaust 
with as few "L's" and turns as possible. 

408. The pump and gravity feed systems for 
supplying gasoline to the engine have been 
fully described, as also the method of pip- 
ing up the gas. See index. 

409. GASOLINE, BENZINE, NAPHTHA, 
KEROSENE and the kindred hydro-carbons 
are the products of crude mineral oil. 

410. They are separated from the CRUDE 
OIL by a process of distillation. The pro- 
cess is very similar to that of generating 
steam from w r ater. 

411. By the application of heat, water raised 
to a temperature of 212 degrees Fahrenheit 
changes from a liquid to a gaseous state, 
called steam. This conversion is only tempo- 
rary. If steam is confined and cooled to a 
certain point it will quickly return to its 
liquid state, water, by the process known as 
condensation. 

412. CRUDE MINERAL OIL subjected to 
heat will give off in the form of vapor such 
products as Gasoline, Benzine, Naphtha, 
etc. The degree of heat at which these 



108 THE PRACTICAL GAS ENGINEER. 

products are separated are comparatively 
low. Various degrees of heat will sepa- 
rate the distinct products. As a means of 
illustration, we will say that crude oil raised 
to a temperature of 110 degrees gives off 
vapor which, when cooled, will liquefy into 
what is known as naphtha, benzine at 125 
degrees, and gasoline at 140 degrees. These 
degrees of temperature are not authentic — 
simply used to illustrate. 

413. After these lighter products are separated 
there yet remains the thick, oily liquid from 
which the various lubricating oils are pre- 
pared. 

414. Paraffine oil is one of the principal 
products of crude oil, and the oily sediment 
which frequently accumulates in the bot- 
tom of the tank or can in which gasoline is 
confined is PARAFFINE OIL, which dis- 
tils over in small quantity with the vapor 
of gasoline. 

415. This oil might be finally separated from 
the gasoline by reconverting it into vapor 
several times and carrying it as such into a 
clean retort each time. 

416. It should be remembered that gasoline 
that is practically free from paraffine can 
easily be adulterated by putting it into un- 
clean containers. For instance we take 
chemically pure gasoline and put it into a 
wooden barrel or tank, that previously con- 
tained oil, which had not been cleaned, it is 



THE PRACTICAL GAS ENGINEER. 109 

easy to understand how the penetrating 
qualities of gasoline acting on the oil-soaked 
staves will extract the oil particles and de- 
posit them on the bottom of the vessel be- 
cause of their lower specific gravity. In 
the same way other sediments than oil may 
get mixed with gasoline. 

417. The comparatively low degree of heat 
necessary to produce gasoline from oil makes 
it a fluid that is very volatile and easily va- 
porized in our warm summer temperature, 
and, therefore, difficult to confine. 

418. The best kind of a tank to use in confining 
gasoline is made of well soldered, galvanized 
iron, fitted with a safety valve, which will 
allow escape of any gas that may accumulate 
to a certain pressure within the tank during 
warm weather. 

419. A tank containing gasoline should never 
be so placed as to be exposed to the direct 
rays of the sun. This is done with many gas- 
oline engine supply tanks, and the result is an 
enormous waste of gasoline by direct vapori- 
zation, which loss is generally attributed to 
over-consumption by the engine, very much 
to the detriment of its reputation. 

420. The object of burying a gasoline tank in 
the ground is to provide a cool place for it, 
which reduces vaporization to a minimum. 
The way this is ordinarily done is BAD 
PRACTICE. The proper way to do it is 
to provide an underground chamber some- 



110 THE PRACTICAL GAS ENGINEER. 

thing similar to a cistern. This chamber 
should be large enough so that when the 
tank is placed in the center there is room 
enough all around it to admit of thorough 
inspection. It should be walled up with 
brick and cemented, so as to exclude water, 
and covered in such a manner as to admit 
of easy access. 

421. If the tank is to be placed on top of the 
ground outside of the building in which the 
engine is located it should be protected from 
the heat of the sun by putting a small build- 
ing over it. 

422. Storing gasoline in a wooden barrel is 
not economy by any means. The wood is 
porous enough to allow considerable loss by 
vaporization. 

423. When gasoline is exposed to air that is 
above the freezing point it gives off a vapor 
or gas which mixes or blends with the atmos- 
phere, and if exposed long enough the quan- 
tity so exposed will all disappear or pass off 
into the air in the form of vapor, leaving only 
the paraffine residue or other sediment. 

424. Several manufacturers of gasoline advise 
me that common stove gasoline is especially 
purified, and does not originally contain any 
residue. 

425. It would therefore appear that stove gaso- 
line, which is ordinarily supposed to test 
about 74 degrees, is the quality best adapted 
for use in the gasoline engine, although the 



THE PRACTICAL GAS ENGINEER. Ill 

writer has knowledge of engines running 
successfully on gasoline testing anywhere 
from 60 degrees to 88 degrees. 

426. DISTILLATE, which might be called a 
low grade of gasoline, and which we are 
advised tests about 55 degrees, is success- 
fully used to operate the majority of gas 
engines in California. 

427. Much of the RESIDUE or oily substance 
which accumulates in the bottom of a gas- 
oline tank is, in my opinion, due to the use 
of unclean barrels or tanks in which it is 
confined for storage or shipping purposes. 

428. Another method of getting rid of this oily 
substance is to regard it as so much "dirt" 
and occasionally pour off all the gasoline and 
clean the container thoroughly from all sedi- 
ment. 

429. Gasoline engines often refuse to operate 
successfully on account of this sediment 
blockading some part of the supply passage 
between the tank and the engine. 

430. Unfortunately the consumer of gasoline 
occupies the same position in the purchase 
of gasoline as the consumer of milk does in 
its purchase. They both buy "dirt." The 
only difference is that the latter, after buy- 
ing it is expected to digest it as well. 

431. In case of fire due to gasoline, use fine 
earth, flour or sand on top of the burning 
liquid. Never use water; it will only serve 



112 THE PRACTICAL GAS ENGINEER. 

to float the gasoline and consequently spread 
the flame. 

432. GASOLINE TANK EXPLOSIONS are 
often due to a pressure within a tightly closed 
container, caused by high temperature, which 
vaporizes or gasifies the liquid within. 

433. The changing of the liquid to the gaseous 
state causes expansion, and if there is no 
vent or safety valve connection the pressure 
within rises to a point sufficient to cause an 
explosion. 



PART VI 

DYNAMOS AND MAGNETO IGNITION. 

In Gas and Gasoline Engines. 

434. The necessity of a sure method of igni- 
tion in the operation of Hydro-carbon mo- 
tors cannot be overestimated. I may safely 
say that more trouble arises from defective 
ignition in the use of Hydro-carbon engines 
than from all other causes combined. 

The importance, therefore, of some ar- 
rangement, device or mechanism, capable of 
constantly generating a good strong current 
of electricity, with the least possible varia- 
tion in its constant strength, is readily ap- 
parent. A good current properly applied is 
to the gas engineer what quinine was to the 
physician in malarial times. 



THE PRACTICAL GAS ENGINEER. 113 

435. Experts on the operation of gas and gas- 
oline motors are very particular about the 
igniting apparatus on their machines. When 
called to a motor giving trouble they will at 
once inquire or examine into the ignition 
apparatus, and especially the electric cur- 
rent strength. If this current strength 
drops below a certain standard, say 2y 2 
amperes and 10 volts, the expert suspicions 
that the current strength is getting low, and 
he searches for the cause. 

A high amperage and low voltage may ig- 
nite successfully. Such a current may be had 
from a battery on short circuit. A five-cell 
Edison Primary Battery, Type "R," may 
show on short circuit 15 amperes and only 
three to four volts. 

436. The importance with which reliable igni- 
tion is considered may be demonstrated by 
the fact that a well-equipped automobile or 
touring car, which is required to make long 
and continuous runs, usually carries a bat- 
tery of from two to four magneto or dynamo 
generators, which are backed up by a couple 
of good fluid or storage batteries, so that in 
case of disability of one of the generators 
the current from another may be switched 
in immediately. 

437. Of the different methods of ignition used 
on Hydro-carbon motors, viz. : Flame, Hot 
Tube, Catalytic and Electric, the latter has 
easily taken the lead, and is the one with 



114 THE PRACTICAL GAS ENGINEER. 

which this chapter especially deals. Flame 
ignition has become practically obsolete. 
Tube ignition is described elsewhere in this 
work. Also electric ignition in connection 
with battery current. 

438. Catalytic ignition may be defined as igni- 
tion or combustion resulting from high 
compression pressure within the combustion 
chamber. This method is winning some 
advocates, and some ingenious devices are 
applied to accomplish the result. The com- 
bustion chamber may be heated by torch for 
the purpose of igniting the first charges in 
starting. After the motor is in operation 
the constant firing of fresh charges within 
the combustion chamber keeps it hot enough 
to explode them regularly under the heavy 
compression pressure. 

439. The popularity which the electric current 
enjoys as an ignitor is the stimulus which 
is bringing out many new and valuable 
devices for generating the electric current 
in proper strength to ignite the charges, 
under the greatest variation of proportional 
gas and air mixtures allowable in Hydro- 
carbon motors. 

Those devices which appeal to the good 
judgment of gas engine operators at present 
are known as dynamic generators, dynamo 
or magnetic ignitors. 

440. The dynamo is a small generator, con- 
structed on principles similar to the dyna- 



THE PRACTICAL GAS ENGINEER. 115 

mo used for electric lighting purposes, a 
miniature machine with current capacity 
only sufficient to produce a good strong 
igniting spark at all times. Storage and 
other batteries are used in connection with 
some of these dynamos for starting pur- 
poses. They require a certain speed before 
they will generate an igniting current. This 
speed must not vary to any great extent. 
If much below the normal the current will 
be too weak for igniting purposes. If speed 
runs above the normal there is danger of 
burning out the field windings. Therefore, 
if the dynamo were set at a speed to gen- 
erate an igniting current, when the engine 
is turned over by hand, it would quickly 
burn out its field coils under full speed of 
the engine, unless some governing device 
were used ; consequently, the engine is start- 
ed from a battery current, and when the 
dynamo has gained a generating speed, 
which is attained at the full speed of the 
engine, its current is switched onto the en- 
gine, and the battery current is cut out. 

441. The use of the battery for starting pur- 
poses is one of the objections urged by 
competitive manufacturers against a dyna- 
mo requiring it, and if only superficially 
considered, it might be regarded as a real 
objection. The only adverse claim that can 
be urged against it is the expense of main- 
taining a battery and dynamo both at the 



116 THE PRACTICAL GAS ENGINEER. 

same time; but when it is remembered that 
the engine or motor is "the power behind 
the throne" of whatever machine or ma- 
chinery it is expected to operate, and that 
it depends for its good behavior, to a large 
extent, on a good, strong, continuous, week- 
in and week-out electric current, and that 
we depend almost wholly on the engine to 
accomplish our purpose, I regard it a mat- 
ter of economy rather than one of expense 
to back up the dynamo with a good elec- 
trical battery, and vice versa, so that in 
case of disability of the one we may have 
the other to rely on during the time which 
we would otherwise be shut down for re- 
pairs. 

442. There are, however, generators fitted 
with ingenious governing or speed control- 
ling devices, which allow a generating speed 
of the dynamo when the engine is turned 
over by hand, and as the speed of the en- 
gine increases to its normal the governor on 
the dynamo controls it by keeping it within 
the bounds of its speed limit. 

Such an outfit is designed to discard all 
other current generators. The dynamo is 
relied upon to START and OPERATE the 
engine successfully and entirely of its own 
accord. 

These speed controllers on igniting dyna- 
mos are in the most instances doing the work 
expected of them in a thorough, efficient and 



THE PRACTICAL GAS ENGINEER. 117 

satisfactory manner, and can be considered 
perfectly reliable. 

443. In addition to the dynamo generator for 
igniting purposes there is another gener- 
ator called the magneto, which is extensive- 
ly used and which has many warm advo- 
cates. The magneto depends on permanent 
magnets for exciting fields. It has no field 
windings and, consequently, the danger 
which is urged against the dynamo of burn- 
ing out its field windings under high speeds, 
is obviated in the magneto. It is, there- 
fore, susceptible to much greater variation 
of speed without injury than the dynamo. 
But while this is true, it must not be in- 
ferred that the magneto is without disad- 
vantages. The exciting magnets may lose 
their magnetism, which, of course, means 
that they would fail to generate a current. 

444. It is the opinion of the author that a 
machine, whether dynamo or magneto, will 
give the best service, and last longer at a 
uniform rate of speed than under a vari- 
able speed. 

445. It is, of course, the desire of all manufac- 
turers to develop and produce a machine 
that will as readily as possible adapt itself 
to the various conditions which it may en- 
counter, and since variation in speed is an 
adverse condition constantly met with they 
have given the matter of speed special at- 
tention bv reason of which some of them 



118 THE PRACTICAL GAS ENGINEER. 

may be led to make extravagant claims for 
their product. 

446. Conservativeness in the consideration of 
the excellent points claimed by each manu- 
facturer is the safest guide to the purchaser. 
To make a good selection one should care- 
fully consider the advantageous points 
claimed by different manufacturers, as well 
as the disadvantages urged against each 
other. 

When you have made your choice, back 
up your judgment with the belief that you 
have as good a machine as the market af- 
fords, give it such attention as a good ma- 
chine deserves ; study its parts and their 
action until you are intimately acquainted 
with its makeup, and your success with it is 
assured. 

447. There is yet another generator, which has 
recently made its appearance on the market. 
On account of special advantages claimed 
for it, which advantages are backed up by the 
action of the machine in several instances 
coming under my observation, I am inclined 
to regard it with considerable favor, and be- 
lieve it is destined to become a formidable 
rival of the other two, if not a leader. In 
describing the construction of this machine 
I do so with the understanding that the 
manufacture of it is not confined to one con- 
cern. 

This generator might aptly be termed a 



THE PRACTICAL GAS ENGINEER. 119 

Magneto-Dynamo, or a combination of dy- 
namo and magneto. 

448. The construction of it is similar to a mag- 
neto, with the exception that its permanent 
magnets are re-enforced by field windings 
similar to the dynamo. 

449. As indicated in the description of the 
dynamo and magneto, the former depends on 
its field from which its current is generated ; 
the latter depends on permanent magnets for 
the generating of its current. The rapidly 
revolving armature between the wound fields 
of the former excites them, and a current is 
generated. The armature revolving rapidly 
between permanent magnets in the latter 
generates a current. 

450. A current of electricity passed through a 
wire coiled around a piece of soft steel mag- 
netizes the steel. Consequently, the field 
windings, around the already magnetized 
magnets, or permanent magnets, tend to in- 
tensify their magnetism and keep their gen- 
erating qualities up to a high standard. It 
must, therefore, follow that such an arrange- 
ment would obviate the loss of magnetism 
in the permanent magnet, an objection urged 
against the ordinary magneto. 

451. However, it might be well to state in this 
connection that if this machine is run back- 
ward it will demagnetize its magnets. 
Therefore, the reader may at once conclude 
that there is an objection to this Magneto- 



120 THE PRACTICAL GAS ENGINEER. 

Dynamo. If further consideration is given 
the matter it will be seen that there is no 
need of running this machine backward. In 
fact, by changing two wire connections be- 
tween the field coil and the armature pole 
the backward movement above referred to 
becomes forward. Therefore, the machine 
is easily reversible, and will run in either 
direction and generate a good strong cur- 
rent. 

452. All that is required of the operator is to 
know the wire connections between armature 
and fields, which are usually plainly illus- 
trated and described in an instruction sheet 
sent with the machine. 

453. Another advantage claimed for these ma- 
chines is that the magnet or field windings 
serve in the capacity of a spark coil, which 
obviates the necessity of a spark coil, and 
especially so if the generating speed can be 
made low enough to ignite the charge when 
turning the engine wheels over by hand, as 
in starting, and yet not injure the windings 
when the engine is at its full speed, which we 
are informed is easily within the capacity of 
the generator. 

454. Since referring to the spark coil we de- 
sire to say that it has been in use as a nec- 
essary fixture ever since electric ignition was 
introduced, no matter what the source of 
electric current, whether storage, dry or fluid 
battery, Magneto or Dynamo. For the ordi- 



THE PRACTICAL GAS ENGINEER. 121 

nary contact or touch spark a SHORT, 
THICK spark coil connected somewhere into 
the circuit will produce the best results. 

455. For JUMP SPARK ignition an especially 
designed spark coil is necessary, called the 
Jump Spark Coil. 

456. The difference in operation of the ordi- 
nary spark coil and the Jump Spark coil is 
that the former requires a make-and-break 
arrangement which produces contact and 
separation of the terminal points within the 
ignitng chamber. 

The latter produces a spark or succession 
of sparks, which leap through an air space 
between two terminal points, without con- 
tact of these points, which are stationary, and 
located within the exploding or igniting 
chamber. 

457. The same strength of electric current will 
produce successful ignition with either coil, 
provided the coils and ignition arrangement 
are adapted to the current. In further ex- 
planation of this fact I might add that 
by a series of tests we produced successful 
ignition and operation of a gas engine by 
first using the ordinary spark coil with 
make-and-break contact within igniting 
chamber for several hours, then changing 
the igniting mechanism to the Jump Spark 
method we got equally good results, using 
the same battery and engine with both 
methods. Similar tests with magneto cur- 



122 THE PRACTICAL GAS ENGINEER. 

rent produced a successful ignition with 
either method, demonstrating that a proper- 
ly constructed battery or generator produc- 
ing a current of sufficient magnitude will 
successfully ignite the charges with either 
the contact or jump spark method. How- 
ever jump spark ignition requires a current, 
of greater amperage than is necessary with 
the touch spark and which is liable to de- 
stroy the contact points. Hence, builders 
of magnetos and spark machines wind their 
machines a little different for a jump than 
a contact spark. 

458. In the panorama of electric ignition, in- 
ventions, improvements and advancement, 
the changes are so rapid that one has hardly 
time to stop long enough to describe the 
newest arrival until another, for which 
greater claims are made, appears on the 
scene. While I write, mv attention is called 
to what is known as the HIGH TENSION 
GENERATOR which is designed to pro- 
duce a jump spark of powerful ignition 
qualities without the introduction of a spark 
coil in the circuit. It is claimed for this 
device that the current is taken from the 
dynamo terminals at a pressure of 25,000 
volts, directly to the spark plug, where it 
is delivered with such force as to enable it to 
bridge an air gap of an inch, w T ith a power- 
ful hot flaming spark. Later experience has 
proven the high tension magneto very effect- 



THE PRACTICAL GAS ENGINEER. 123 

ive and popular with automobile manufactur- 
ers, but whether its popularity will be last- 
ing remains to be seen. 

459. Leaving the reference to what appear 
to the author to be the most reliable igniting 
generators now on the market we w T ill at- 
tempt to devote a few pages to the care and 
successful handling of these little machines. 
I desire to say, as a word of caution, that it 
is not well to condemn a generator or mag- 
neto because the engine to which it is con- 
nected goes dead under its current or even 
its lack of current. The little generator 
may be all right, even if it produces no 
current at all. If the engine goes out of 
operation apparently of its own accord be 
sure that you determine whether the trouble 
is with the generator or not. If a battery 
is used in connection with this generator, 
and the engine starts off and runs success- 
fully from the battery, but goes down when 
the generator current is switched in, then it 
is reasonably certain that the generator 
or the wire connections between it and the 
engine are at fault, not necessarily so, how- 
ever. Some generators require a little time 
after starting to pick up or saturate their 
fields, before which a current is not gener- 
ated. And if the engine is started on the 
battery, and switched onto the dynamo be- 
fore it has had time to pick up, the engine 
will stop ; therefore it is always well to run 



124 THE PRACTICAL GAS ENGINEER. 

on the battery for a few minutes before 
switching in the current from the gener- 
ator. 

460. Under these conditions should it fail, 
LOOK FOR LITTLE THINGS, before 

' giving up in despair. I'll relate an actual 
occurrence. It may help you. Mr. M — had 
worked all day up to 4 P. M. trying to get 
his engine started from his generator. (He 
had no battery.) At 4 P. M. we answered 
his call for help, and found him irritable, 
damning the dynamo and denouncing it as 
a fraud. Inside of two minutes we found 
one of the brushes — two at opposite points 
of the commutator, you know — by reason of 
dirt accumulation, got stuck in the brush 
holder, and could not touch the commutator. 
Took it out, cleaned it, and also the other 
one, rubbed the commutator a little, turned 
the engine over, and off it went. Don't let 
this happen to you. 

461. Later on the same fellow literally soaked 
the dynamo in oil in his effort to give it 
sufficient lubrication. The result, of course, 
was another shutdown, fit of anger, and 
general condemnation of the spark genera- 
tor. Cleaning and wiping off the surplus oil, 
again started it off in good shape. This fel- 
low was constantly overlooking the little 
things, and believed, as some one told him 
that his armature was burned out, or that 
the magnets had lost their magnetism. 



THE PRACTICAL GAS ENGINEER. 125 

462. Nearly all these little machines are fitted 
with wick oilers, and they need to be sup- 
plied with oil every three or four days and 
only a little at a time. 

463. The ends of the brushes which are in con- 
tact with the armature sometimes need to be 
touched up with a fine file to clean them 
from dirt accumulations. The commutator 
can be cleaned with fine emery cloth waste 
or chamois skin, while in motion. 

464. If the brushes wear off and get too short, 
so that the springs which hold them to the 
commutator can no longer hold them firmly, 
new ones should be put into the brush hold- 
ers. We found in one instance that the little 
pulley was loose on the armature shaft, 
which caused trouble for some time. 

465. If you ever have occasion to remove the 
armature from a magneto, be sure that you 
protect the magnets by putting a small iron 
bar across the open ends of the magnets. 
This makes the connection between the open 
ends of the magnets and preserves their 
magnetism, which they would otherwise 
lose. 

466. It is also well to guard against running 
these little generators backward. Magnet- 
ism in some of them may be lost thereby, 
and they may be otherwise injured. If one 
of them has its field windings burned out, 
or has lost its magnetism, it is best to send 
it to the manufacturers for repairs. 



126 THE PRACTICAL GAS ENGINEER. 

467. Sometimes the insulation around the 
brush holders gets damp and causes trouble. 
Removing it and drying it, by either wiping 
it dry or baking it in a dry heat for a short 
time, will overcome the trouble and cause 
the generator to work successfully again. 

468. Above all, we would advise any one in- 
stalling one of these little generators to pro- 
vide it with an absolutely clean place, and 
one which can easily be kept clean. It 
should be so located that no oil from the en- 
gine or other machinery can be spattered on 
it. It should be excluded from dust and 
dampness by incasing it in a roomy box if 
the room in which it is placed is at all ex- 
posed to dust, dirt or dampness. 

469. If the friction wheel is used on the gen- 
erator for driving purposes, it (the gen- 
erator) should be set so that the little fric- 
tion wheel sets squarely against the face of 
the fly-wheel of the engine and so that it is 
in direct line with the fly-wheel. Otherwise, 
the face of the little friction pulley would 
soon wear out of true and cause trouble. It 
should also be set up snug enough against 
the fly-wheel to insure a generative speed of 
the generator when the engine is running at 
its normal speed. 

470. The easiest way to operate a generator 
successfully is to keep its parts and surround- 
ings perfectly clean and dry. 

If you will do this, you will seldom have 



THE PRACTICAL GAS ENGINEER. 127 

occasion to correct what might otherwise 
appear to be the fault of the generator. 
Dampness and dirt are the direct enemies 
of the successful running of the generator. 
Lubricating oil becomes dirt when used too 
freely. 
471. If copper wire brushes are used, they 
should be soaked in oil occasionally to pre- 
vent their cutting of the commutator. 

Carbon brushes will not cut the com- 
mutator, but may become glazed, which will 
prevent a reliable contact. The ends should 
be filed off to a new surface. 



P ART V II 

AUTOMOBILE AND MOTOR BOAT EN- 
GINE TROUBLES. 

472. It would not be possible in this or any 
number of chapters to point out every 
trouble that may be encountered with a Boat 
or Automobile gasoline motor. But we hope 
to here enumerate some of those most com- 
monly met with and to give such hints as 
may be of real value to the person in charge. 

473. VAPORIZERS.— Owing to the variable 
speeds required in motors on automobiles 
and boats the float feed carburetors are con- 
sidered necessary. They are a fruitful 
source of trouble, especially in starting. 
Thev are not alwavs readv when the ooer- 



128 THE PRACTICAL GAS ENGINEER. 

ator is. Sometimes they need flushing. 
That is pressing down the float to let more 
gasoline run in so as to flood the spray noz- 
zle. One must be sure that gasoline comes 
down when he depresses the float. If not 
the float needle inlet or pipe from the tank 
may be clogged or there may be no FUEL in 
the tank. 

474. One of the first things an operator should 
know is the details of the carburetor on 
his engine and just how it is designed to 
perform its function. Familiarity with it 
will enable him to quickly locate the cause 
of any trouble with it. Something may go 
wrong with the float or its needle point. It 
may not shut off the gasoline properly. This 
will flood the vaporizer and the mixture will 
be too rich and will not ignite. 

475. Carburetors with spring valves and air 
throttles may go wrong in the mechanism 
sustaining those parts and they will not ad- 
just themselves to the conditions met until 
the cause is removed. 

476. The vaporizer to all appearances may be 
working all right and yet the engine refuse 
to go. Look for a leak in the inlet passage 
BETWEEN the CARBURETOR and EN- 
GINE. Maybe a packing blown out or hole 
somewhere letting in air. 

477. WATER in the gasoline? Yes! It has 
often caused no end of trouble and a few 
drops go a long ways in ruffling the feelings 



THE PRACTICAL GAS ENGINEER. 129 

of even a good patient operator. Every sup- 
ply pipe leading to the carburetor should 
be fitted with a trap where the water or sedi- 
ment may collect before reaching the vapor- 
izer. This trap should be cleaned often. 

478. There may be plenty of gasoline in the 
tank and yet none appear at the vaporizer. 
An automobile may be standing on an in- 
cline so that the vaporizer is higher than the 
gasoline in the tank. If this condition is 
found and corrected and still there is no 
gasoline at the vaporizer, blow into the tank 
and endeavor thereby to dislodge any plug 
or occlusion in the pipe. If this is not effec- 
tive the pipe between the tank and the vap- 
orizer should be taken down and every joint 
and union should be carefully looked into or 
at least LOOKED THROUGH to see if 
there is a clear opening from one end to the 
other. 

479. Gasoline will not vaporize equally well in 
every carburetor in cold weather, and in 
some cases the engine is hard to start on ac- 
count of cold weather. Then warming the 
engine cylinders, better the interior, by 
means of a plumber's blow torch through 
some of the plug ports to the combustion 
chamber, will invariably remove the cause of 
this trouble. 

480. If the writer had occasion to use a boat or 
automobile in cold weather a gasoline pres- 
sure blow torch would certainly be one of 



130 THE PRACTICAL GAS ENGINEER. 

the articles of my equipment, along with a 
box of matches. A flame from it can be di- 
rected to any part of the engine or inlet 
pipes or carburetor. It becomes useful for 
a variety of warming purposes on a cold day 
miles away from a good warm fire. 

481. If no torch is at hand, filling the engine 
jacket with hot water will answer the pur- 
pose, or a red hot iron poked into the mouth 
of the air inlet while cranking the engine. 

482. Trouble sometimes arises because of want 
of proper suction force through the vapor- 
izer. The inlet passage may be choked or 
the airlift valve, where one is used, may 
stick or its spring may be too stiff. If there 
is anything wrong with the exhaust valve, 
allowing a leak at that point, the air will be 
drawn into the cylinder through the exhaust 
instead of through the vaporizer. When 
trouble is experienced in starting, the suc- 
tion through the vaporizer should always be 
tested. 

483. While it is absolutely necessary for one to 
thoroughly familiarize himself with the vap- 
orizer it is infinitely more important that he 
should understand every detail of the ig- 
niting apparatus, because here is where 
the large percentage of troubles emanate 
from in motor boat or automobile engines. 
There really is no end to the variety of ap- 
parently trivial causes that may knock out 
successful ignition, and when ignition fails 



THE PRACTICAL GAS ENGINEER. 131 

it is "all off" until the trouble is corrected. 

484. Engines for motor purposes are equipped 
either with the hammer-brake spark mech- 
anism or with the jump spark ignition 
method. 

485. In either case electric battery magneto or 
dynamo may be used to generate the current 
necessary to make the igniting spark, con- 
sequently the source or generator of the 
current is a most important item for con- 
sideration. 

486. We believe a motor boat or automobile 
should always carry what might be known 
as plenty of reserve generators. By this we 
mean that it is wise for any motorist to go 
prepared to avoid trouble or rather meet and 
overcome it. If batteries are used an extra 
set should always be carried to meet emer- 
gencies. If any of the variety of generators 
on the market is supplying the current, a 
dry battery might help out at the most 
critical time. 

487. A generator connected to a storage bat- 
tery would seem proof against emergency 
troubles. But there are instances where the 
boat is left to the mercy of the waves 
and the automobile becomes inactive in 
some lonely spot on the country road for 
want of reserve generator. A dynamo or 
magneto may go wrong mechanically or 
electrically almost instantly. A storage bat- 
tery may not have been as fully charged as 



132 THE PRACTICAL GAS ENGINEER. 

supposed. A dry battery may have lost a 
part of its generating energy on account of 
age, or is too nearly exhausted from constant 
use to be depended on for a venturesome 
trip. The same may be true of any type of 
battery adopted. 

488. It is indeed wise for one in trouble NOT 
TO FORGET the source of his igniting cur- 
rent. He should learn how to test batteries. 
A combination volt and ammeter is an ex- 
cellent instrument to carry in the vest pock- 
et for testing the strength of the battery. 
From 8 to 10 volts and 10 to 25 amperes is 
good. When the amperage drops below 15 
trouble may be expected soon. In fact when 
the writer finds his battery below 12 am- 
peres, especially if a dry battery, he doesn't 
feel safe with it unless he has something in 
reserve to fall back upon. 

489. There are writers who recommend 6 or 8 
amperes as sufficient. Our experience tells 
us that this is too low for reliable jump 
spark work and we are inclined to advise 
from 15 to 20 amperes for jump spark. 

490. The hammer-break spark, which is also 
known as the TOUCH SPARK can be 
worked successfully on a lower amperage 

than the jump spark. We are firm believers 
in PLENTY of ignition ammunition and 
we want it GOOD and STRONG all of the 
time, consequently prefer a higher amperage 
than necessary rather than one that is just 



THE PRACTICAL GAS ENGINEER. 133 

a shade too low to work the coil successfully. 

491. Dry batteries are now offered that show 
(in each cell) from 25 to 30 amperes. Much 
is claimed for them on successful jump 
spark ignition. But if you have 6 cells con- 
nected in series, each separately showing 25 
amperes you must not expect the series to 
show six times 25, or 150 amperes. The 
series will show 25 amperes same as the 
single cell. But if each cell shows \y 2 
volts, 6 cells will show 9 volts in series. 
Storage batteries need only be tested for 
voltage, and each cell should show from 1.7 
to 2.1 volts. 

492. Every person taking charge of an engine 
should seek to know at once whether the 
engine he is to handle is fitted with a ham- 
mer or jump spark mechanism and then 
familiarize himself as fully as possible 
with it. 

493. The principal differences between the 
two methods of ignition are that the HAM- 
MER BREAK METHOD has its contact 
points that make and break the circuit, in- 
side of the cylinder, in the ignition cham- 
ber, a simple primary spark coil and only 
two w^ires that connect the battery to the 
engine. 

494. The JUMP SPARK METHOD has its 
make and break mechanism on the outside,, 
usually on the cam shaft or on a rod driven 
from the camshaft. In a two-cvcle the cir- 



134 THE PRACTICAL GAS ENGINEER. 

cuit breaker may be right on the crank 
shaft or on a shaft that is driven at the 
same speed as the crank shaft. An inter- 
rupter or vibrator on the coil and at least 
three wire connections with the engine. 

495. One can test the hammer break igniter 
for trouble by detaching the wire from the 
insulated electrode and brushing the bare 
end of the wire off some bright metal part 
of the engine when the current switch is 
closed. If the battery or generator is pro- 
ducing a good current and there is no short 
circuit between the battery and engine a 
BRIGHT FLASH or SPARK is seen at 
the point of slipping off. And if this oc- 
curs regularly any short circuit between the 
battery and engine can be excluded. 

496. If the batteries test up well in voltage 
and amperage one can feel assured that the 
trouble has its source in the engine and not 
in the battery coil or wiring up to the en- 
gine. But if brushing off, from some bright 
part of the engine, the bare end of the wire, 
with the other wire attached to its binding 
post, does not produce a spark or only a 
very faint one, then a weak battery, a 
broken down spark coil or a short circuit 
somewhere in the wire or battery connec- 
tions should be suspected and looked for. 

497. When, however, the spark is good at the 
slipping off point, push the contact points 
together and brush the end of the wire over 



THE PRACTICAL GAS ENGINEER. 135 

the outer end of the insulated electrode. 
This should make a good spark. If not, 
something is wrong on the inside and pos- 
sibly the points are not in contact as sup- 
posed. 

498. On the other hand, when the contact 
points STAND APART as they should, ex- 
cepting when brought together by mechan- 
ical action, there SHOULD BE NO SPARK 
when the wire is slipped off the end of the 
insulated electrode. If there is a spark it is 
a sure sign that there is a short circuit be- 
tween the electrodes, either by bridged car- 
bon across the inner end of the insulation, a 
small metal bridge outside or in, or a broken 
insulation. 

499. Sometimes a worn condition of the mech- 
anism which actuates the movable contact 
point will prevent its making a firm and 
complete contact, consequently no ignition 
can occur. The separation spring may be- 
come so weak or out of adjustment as to 
allow a constant contact of the points, 
which may not prevent an igniting spark, 
but it is extremely wasteful of battery 
strength. It allows a constant current 
which wears out the life of the battery in 
short order. 

500. Sometimes a broken wire, within the in- 
sulation, causes trouble, and the only way 
to test it is to string a new wire along the 
side of the suspected one, touching both 



136 THE PRACTICAL GAS ENGINEER. 

ends of the connections. If a spark results 
by the spark test it indicates the old wire 
is at fault. But if there is no spark the 
other wires should be suspected and tested 
in the same way. 

501. When jump spark ignition is in use one 
should be sure that he understands the pri- 
mary and secondary circuits and their use. 
The jump spark coil, while wound around 
the same core, has two coils that are prac- 
tically independent of each other. The 
primary coil is wound immediately around 
the core or bundle of soft wires and con- 
sists of a single piece of insulated wire 
wound closely in layers one on top of the 
other, and when completed each end of this 
wire is attached to a binding post from 
which the wire, transmitting the current, 
are carried to the battery and engine. 

502. This is known as the primary coil 
through which the current from the battery 

runs. The coil is covered with a hard rub- 
ber tube slipped over the coil. Around this 
tube is wound the layers of the secondary 
coil. The hard rubber tube completely in- 
sulates and separates the primary from the 
secondary coil. They have no metal con- 
nection and are made of two different sizes 
and pieces of wire. 

503. The vibrator is attached to the primary 
circuit and so also is the CONDENSER, 
which is an arrangement on the inside of 



THE PRACTICAL GAS ENGINEER. 137 

the coil case or box. The jump spark coil 
is sometimes erroneously called the con- 
denser. 

504. When the current from the battery is 
started through the primary coil it mag- 
netizes the core, the end of which attracts 
the vibrator hammer to it. This pulls the 
vibrator away from the point of the ad- 
justing screw over which the current passed, 
and the instant the vibrator spring leaves 
this point, the circuit is broken, the core is 
demagnetized, consequently no longer at- 
tracts the vibrator, which being released 
drops back, on account of the spring ten- 
sion, against the same point again making 
the circuit, magnetizing the core and pull- 
ing the vibrator away from the connection. 

505. By this automatic make and break arrange- 
ment the vibrator is in violent action contin- 
ually, causing what is known as an interrupt- 
ed current in the primary coil. 

506. This vibrating or interrupted current, in 
the primary, causes an induced current of 
high voltage and consequently high tension 
in the secondary coil. 

508. The wire from the secondary coil carry- 
ing this high tension current is attached to 
the spark plug, consequently it is the high 
tension secondary current that actually 
makes the spark. The primary current 
from the battery does not reach the spark 
plug at all. 



138 THE PRACTICAL GAS ENGINEER. 

509. At this point where the vibrator spring 
comes in contact with the adjusting screw 
there are platinum points, and when there 
is sparking at this point it indicates that 
the condenser is out of order. When sus- 
pecting trouble with the coil one should al- 
ways listen for the buzz of the vibrator 
when turning the engine over. 

510. If it vibrates strongly at every make the 
trouble must be looked for in the secondary 
circuit, possibly in the spark plug. Re- 
move the plug and lay it on some bright 

metal part of the engine with the high ten- 
sion wire attached to its binding post and 
turn the engine over until the circuit 
breaker makes the contact, then there should 
be a buzzing of the vibrator and a stream 
of sparks between the points on the plug. 
A short circuit should be looked for, either 
about the spark plug or along the high ten- 
sion wire. 

511. Sometimes if the high tension wire hangs 
near the earth the current will jump 
through the insulation to reach the ground. 
Any moisture about the plug is likely to 
cause a short circuit. The plug should be 
thoroughly cleaned and show a good spark 
at the terminal point before it is screwed in 
place again. 

512. When the vibrator fails to buzz either the 
adjusting screw is set up too close or there 
is something wrong with the primary circuit 



THE PRACTICAL GAS ENGINEER. 139 

or the current is too weak. There are a 
number of points in the primary circuit that 
may get out of order, especially about the cir- 
cuit breaker. 

513. The set screw holding the contact points 
to the revolving shaft may get loose or the 
springs supplying the contact tension may 
get weak or loose. The vibrator and circuit 
breaker points should be kept clean. It is 
always well to be sure that there is a good 
contact at the circuit breaker. The adjust- 
ing screw should be so set to the vibrator 
as to cause it to vibrate at the highest speed. 
This can be determined by the rapidity of 
the vibrating sounds heard. 

514. The power of the engine is largely de- 
pendent on the cylinder COMPRESSION, 
mixture and spark being in good condition. 
Consequently the compression is an import- 
ant guide. Compression depends on good 
acting cylinder rings, good valves and a tight 
cylinder in general. 

515. If the engine loses its compression and 
turns easy over the compression stroke look 
out for leaks either through the piston rings, 
valves or sparker parts. A leak can usually 
be detected by having some one turn 
the engine onto the compression slowly 
while the operator has his ear near the point 
of suspected leak. A hissing or blowing 
sound will be heard when the compressed 
air is escaping. After locating the point 



140 THE PRACTICAL GAS ENGINEER. 

of lost compression the remedy ought to be 
apparent to any one. 

516. If the valve, either exhaust or inlet, is 
leaking, determine whether it leaks because 
of a dirty or corroded seat, or whether the 
valve pallet or seat is cracked. If the loss 
is by the rings it will be necessary to deter- 
mine whether one or more of them are 
broken or whether they are stuck in their 

• grooves because of dirt accumulations from 
burnt lubricating oil. 

517. Improperly timed valves will often affect 
the compression and cause loss of power. 
The springs of the exhaust or inlet valves 
may be too weak to bring the valves prop- 
erly to their seats. 

518. Improperly fitted rings or an imperfect 
cylinder or piston may be the cause of loss 
of compression in a new engine. A gasket, 
packing a joint between the cylinder and out- 
side, may be partially blown out. 

519. Explosions in the muffler are caused by 
unfired charges accumulating In the muffler 
due usually to faulty ignition or mixtures. 
Weak mixtures and late ignition are gener- 
ally the cause of firing back through the 
inlet passages. If an engine starts all right 
but begins to miss fire as soon as it gets to 
full speed suspect loose wire connection or 
short circuit made worse by the vibrations 
of the engine under full speed. A weak 
battery also should be suspected. The bat- 



THE PRACTICAL GAS ENGINEER. 141 

tery will gain strength enough when stand- 
ing to start the engine but a few moments' 
run w r ill exhaust it. 

520. If an engine slows down after running 
a while when firing its charges regularly 
look for an overheated piston or a hot box. 
Whatever is done it pays to look carefully 
after lubrication and radiation or cooling of 
the cylinder. 

521. Premature explosions are caused by over- 
heated cylinders, over advance of the ig- 
niter, too high compression, heated projec- 
tions in the igniting chamber and deposits 
of burnt carbon. 

522. Trouble, in getting power from a two- 
cycle engine and running it successfully, 
often arises on account of a leak from the 
crank case which should always be kept 
thoroughly packed so as to be absolutely 
compression tight, otherwise trouble is bound 
to occur. 

523. Crank case explosions are often met with 
in the two-cycle and are very annoying. 
They are due generally to too light com- 
pression in the crank case, to prevent the 
flame in the cylinder returning through the 
bypass. A bypass throttle, a screen in the 
bypass or increasing crank case compression 
are the remedies to overcome this trouble. 

524. A weak mixture or a late explosion causes 
slower burning and consequently higher 
pressure and a delayed flame in the cylin- 



142 THE PRACTICAL GAS ENGINEER. 

der when the inlet port from the bypass is 
uncovered by the piston, resulting in crank 
case explosions. Throttling the inlet be- 
tween vaporizer and crank case often causes 
crank case explosions, which can be over- 
come when the engine is under full load 
by turning on more gasoline and advancing 
the spark. 

525. When a gasoline engine, whether automo- 
mobile, motor boat or commercial, will not 
run the operator is expected to do some- 
thing to get it into operation in the short- 
est time possible. 

Then some systematic plan of procedure to 
locate the trouble is quite desirable. Each 
operator should formulate some plan in his 
mind for this purpose. The following para- 
graphs are given as a sort of guide : 

526. Determine first whether the ignition system 
is in good working order. If found good, 
test the compression. If it is found all right, 
is the carburetor working? If carburetor is 
found in serviceable adjustment, you may 
suspect and look for water in gasoline, tank 
empty, supply pipe broken or clogged, gas- 
oline cock closed, broken exhaust or receiv- 
ing valve springs, exhaust valve remains 
seated, broken valve stem, inlet manifold 
cracked or perforated, ignition out of time. 

527. If carburetor is not working. It may be 
flooded, needle valve does not shut off gaso- 
line, jet or feed pipe may be obstructed, floats 



THE PRACTICAL GAS ENGINEER. 143 

may be too high or too heavy when replaced, 
float may be punctured, not enough gasoline 
in float chamber, balance levers may be brok- 
en or worn. 

528. When we find no Compression the cause 
may be on the inside or on outside of the 
engine. If enclosed crank case engine there 
may be a broken crank shaft, connecting rod 
or a loose cam. The piston may be broken 
or punctured. There may be broken piston 
rings, or they may be turned so that their 
slots are in line or they may be gummed and 
clogged up with burnt carbon. Water may 
be leaking into the cylinder through fire 
crack, sand hole or poor joints. 

529. Outside of the engine we may find the 
causes for non-compression as follows : Dirty 
valve stems that cause the valves to stick, 
valve broken or valve seat cracked, valve 
spring broken or lost temper, crack in cyl- 
inder or explosion chamber, leak around the 
spark plug or spark mechanisms. 

530. If the ignitor should not be working we 
may expect to find no spark at the end of the 
spark plug after unscrewing and testing it. 
Look for spark at trembler and if a spark is 
noted there the voltage for a storage battery 
may be insufficient if storage battery is in 
use. If dry battery is in use test the amper- 
age. The trembler may be stuck or not 
properly set by trembler screw. There may 
be a break in the secondary wire or a leak 



144 THE PRACTICAL GAS ENGINEER. 

between the coil or spark plug. The high 
tension wire may be letting out its current 
through its insulation into some wet or damp 
spot with which it is in contact or nearly so. 

531. If there is no spark at trembler nor at spark 
plug the batteries should be suspected, re- 
placing with new ones will determine wheth- 
er the batteries are exhausted. Timer may 

. have gotten loose or misplaced. There may 
be a short circuit in the primary coil. Some- 
times the trembler gets dirty or gummy. 

532. Sometimes a spark is noticed at the outer 
ending of the spark plug. Look for damp- 
ness or water on the outer end. It may be 
broken, causing short circuit. The battery 
voltage may be too weak to make the leap 
between the points. The points may be too 
far apart. Dirt or moisture on the outer end. 

533. When a magneto is supplying the current 
and the engine will not run and suspicion 
points strongly to the magneto, after testing 
the spark plug and you find a spark, deter- 
mine whether the magneto is in time. See if 
it is properly connected up or properly wired. 

534. If no spark can be had at the spark plug 
examine the carbon brushes on the magneto. 
Wires may be attached to the wrong termi- 
nals or not at all. There may be no contact. 
Make and break may be damaged or set out 
of time. A broken wire. Contacts may be 
dirty or loose or badly worn down. Poor in- 



THE PRACTICAL GAS ENGINEER. 145 

sulation in plug or in the wiper or in their 
connections. 

535. If the engine runs for a few revolutions or 
for five minutes and then stops and can not 
be kept going for any length of time, one 
may suspect water in the cylinder, a frozen 
up and choked inlet passage, too much oil in 
the crank case, poor water or cooling circula- 
tion due to lack of w r ater in the radiator, a 
clogged condition of the pipes, or pump in- 
sufficiency if a pump is used. 

536. The carburetor may not be properly ad- 
justed so as to admit the fuel properly or the 
float may be stuck. There may also be a 
clogged muffler or choked exhaust. In some 
types of magnetos look for loosened plati- 
num contact points. 



PART VIII 

537. The rim velocity of an engine fly-wheel 
should not exceed 5,000 feet per minute. 
There is danger of bursting the wheel from 
centrifugal force above this speed. 

538. The feet travel of the rim is determined by 
multiplying the circumference of the wheel, 
in feet, by the number of revolutions it makes 
in one minute. 

539. By heat efficiency or thermal efficiency is 
meant that portion of heat generated in the 
cylinder of the gas motor which is actually 



146 THE PRACTICAL GAS ENGINEER. 

converted into power for driving machinery. 
A good motor should have about 32 per cent 
heat efficiency. 

540. By mechanical efficiency is meant the ratio 
between the useful work performed by the 
engine and the energy actually expended 
in producing it. It should be about 85 per 
cent. 

541. There are 7y 2 gallons in a cubic foot of 
water, and it weighs 62.4 lbs., or 8.3 lbs. per 
gallon. 74° gasoline weighs 5.96 pounds per 
gallon and has a specific gravity of .72. 

542. The work necessary to raise a one pound 
weight one foot high is known as a foot- 
pound. There are 33,000 foot-pounds in a 
horse-power. Then the energy required to 
raise 33,000 pounds one foot high represents 
one horse-power. 

543. The amount of heat necessary to raise the 
temperature of one pound of water from a 
temperature of 39 degrees Fahrenheit to 40 
degrees, or to raise the temperature one de- 
gree, is designated as a British Thermal 
Unit, the symbol of which is B. T. U. 

544. A B. T. U. has an energy equivalent to 
778 foot-pounds; therefore 42.4 B. T. U. 
equal one horse-power. 

545. The number of feet the piston travels in 
a minute is known as piston speed or piston 
travel. This should not exceed 1,000 feet 
per minute. 



INDEX 147 

Paragraph Page 

Air Cooled Engines... 139 41 

Anchor Bolts in foundation 120 37 

Anchor Bolts— How to set them. 122, 124 37, 38 

Anchor Bolts, Length of 120 37 

Anchor Plate 121 37 

Adjustable Flame for Hot Tube. 176, 177 51 

Area of Valves.. 251, 258 67-69 

All charges taken should be 

ignited 301 81 

All senses used for detecting 

irregularities 304, 305 82 

Actual Horse Power 383 100 

Benzine. 5, 409 8, 107 

Birth of the Gas Engine 9 8 

Base, Construction of 35, 36 15, 16 

Brass Boxes or Bearings 40, 41 16 

Babbitt Boxes 40, 41 16 

Balancing an Engine 68 to 74 23, 24 

Bolts for Foundation 120 37 

Bag, Gas 143, 144 43 

Burner for Tube Ignitor... 172 50 

Battery ^Connections 192 54 

Battery, Fluid" Cell 193 54 

Battery, Dry Cell 194 55 

Bad Run ning Engine 203 5 7 

Binding Post™.Z 185, 186 53 

Battery, Life of 293 79 

British Thermal Unit 543 146 

Battery, How to revive 293, 296 79 

Barking noise in cylinder 310, 313 84 

Back-firing, its causes 332, 334 88, 89 

Bound B oxes. ---------- 352 93 

Babbittingja box. .... 359 94 



148 INDEX 

Paragraph 

Burst cylinder jacket 364 

Brake horse power 385, 386 

Brake test for power 388 to 396 

Combustion 2 

Compression 2 

Charge, gas and air 2 

Construction of two-cycle en- 
gine 15, 16, 17, 18, 19 

Cylinder construction 27 to 34 

Cylinder walls, how thick 34 

Crank pin center. 40 

Crosshead construction 43 

Cylinder rings, purpose of 48, 54 

Coughing noise in cylinder 55, 310, 313 

Connecting rod 56 to 59 

Crank shaft 60, 66 

Crosshead box 59 

Contact spark 89, 90 

Cellar for engine room 110 

Cap stone or timber 117 

Circulating pump : 139 

Cooling fan 139 

Connecting gasoline tank to 

Engine 145 to 151 

Chimney for tube ignitor 170, 171 

Current breaker 178 

Cleanliness 205 

Compression relief lever. 219 

Compressed air starter 229 to 235 

Compression and its relation 
to power 243 

Compression space, size of 244 

Compression pressure 245, 246 



t 


age 




96 




100 


101- 


103 




7 




7 




7 


10 


11 


13 


-15 




15 




16 




17 


18 


19 


20 


84 


20 


21 


21, 


22 




21 


28 


29 




34 




36 




41 




41 


44 


45 


49, 


50 




51 




57 




61 


63 , 


64 




66 




66 




66 



INDEX 149 

Paragraph Page 
Constricted valve passage kills 

power 251, 258 67-69 

Cooling the Cylinder .275, 278 72, 73 

Cause of defective ignition 285, 303 76, 81 

Character of igniting spark 295 79 

Cylinder, pounding in 306 to 326 82-87 

Causes of pre-ignition 308 to 312 S3, 84 

Crosshead knock. 314 85 

Choked inlet passage 328, 330 88 

Cold weather affects starting 335 to 337 89, 90 

Causes for slower speed and 

stopping 346 91 

Cut boxes or bearings 357 94 

Cylinder, interior of 380, 381 99 

Distillate 5 8 

Distillate 426 Ill- 
Diameter of crank shaft 66 22 

Diameter of fly wheels 67 22 

Double cylinder or balanced 

engine 73, 74 23, 24 

Damp cellar unfit for engine 

room 110 34 

Dimensions of foundation 116 35 

Depth of foundation 115 35 

Dry battery 194 55 

Dynamo or spark ignition 195 55 

Defective ignition 285 76 

Dynamo current tested 299 80* 

Dynamo fields should run cool.. ..300 81 

Difficult starting 335, 340 89, 90' 

Danger in handling a gas engine..377 toj379 99* 

Danger from gasoline. 419 to 433 109-112: 

Explosion 2, 3 7 



150 INDEX 

Paragraph Page 

Expansive force 3 7 

Explosive force 7 8 

Electric spark ignition 88 to 99 28-31 

Electric points, terminals or 

electrodes 90 to 94 29, 30 

Engine room 203 to 206 57 

Engine room 109 to 111 33, 34 

Exhaust connections 152 45 

Exhaust mufflers 153 46 

Exhaust into a flue or chimney ..154, 155 46 

Exhaust into well or cistern 157 47 

Exhaust into box 159, 160 47 

Electric ignitor 178 to 201 51-56 

Electric connections 185 to 191 53, 54 

Engineer for sure 204 to 218 57-61 

Engine hard to start; why? 214 60 

Engine should run empty at 

first 236, 239 64, 65 

Engine shuts down when too 

much fuel 236 to 242 64, 65 

Economy under full load 279 73 

Electric current tested 289 77 

Exhaust sounds a guide to im- 
proper running 304, 305 82 

Engine slows up and stops 346 91 

Exploring interior of cylinder 380, 381 99 

Fuels used in gas engine 4, 5 8 

Four-cycle principle 11 9 

Fly wheel, weight and diameter.. 67 22 

Foundation for gas engine 112 34 

Foundation, "any old floor" 112 34 

Foundation, object in 114 35 

Foundation, depth of 115 35 



INDEX 151 

Paragraph Page 

Foundation, dimensions of 116 35 

Foundation, height of.. 118 36 

Foundation, concrete 119 36 

Foundation, capped with stone or 

timber 117 36 

Feeding gasoline by gravity 145, 146 44 

Feeding gasoline by pump 

method 147, 148 44 

Foot pound 542 146 

Fire insurance companies re- 
quire pump method 151 45 

Fluid battery 193 54 

Fuel consumption 274, 283 72-74 

Fuel consumption under full 

load 280 73 

Fuel consumption in relation 

to speed 281 74 

Fuel consumption guarantee 282, 283 74 

Fuel consumption, rules to fol- 
low 283 74 

Fields of dynamo should run 

cool 300 81 

Firing every charge taken 301 81 

Feed more fuel 334 89 

Feed less fuel 347, 349 92 

Freeze up water jacket 364 96 

Fire resulting from gasoline 431 111 

Gasoline 5, 409 to 433 8, 107, 112 

Gas, natural 5 8 

Gas, artificial 5 8 

Gas engine 1, 7 7, 8 

Gasoline engine 7 8 

Gasoline, atomized or vaporized.. 8, 335 to 337 8, 89 



152 INDEX 

Paragraph Page 

Governor, types of 100 31 

Governor, hit and miss 102 to 106 32, 33 

Governor, throttling 104 to 106 32, 33 

Gas pipe connections 140 to 144 42, 43 

Gas regulator. 141, 142 43 

Gasometer 142 43 

Gas bag 143, 144 43 

Gravity system of feeding gas- 
oline 145, 146 44 

Gasoline tank, where located 145 to 157 44 

Gasoline, too much 240 to 242 65 

Gasoline, weight of 541 146 

Gasolene, how much engine 

should use 275 72 

Gas, natural, how much engine 

should use 275 72 

Gas engine troubles 284 76 

Gasoline, slow vaporizing 335 to 337 89 

Ground joints leaking 341 90 

Grinding valves 370 to 376 97-99 

Gasoline, how produced 409 to 412 107 

Gasoline, sediment in bottom of 

tank 414, 415, 417 108, 109 

Gasoline purified 414, 428 108, 111 

Gasoline tank, best to use 418 109 

Gasoline tank, protect from 

sun's rays .419 109 

Gasoline tank, burial in ground. .420 109 

Gasoline tank explosions 432, 433 112 

Hydro-carbon 6 8 

Hydro-carbon engine same as 

gas engine 7 8 

Height of base 36 16 



INDEX 153 

Paragraph Page 

Hot wrist box 61 21 

Hit and miss governor 101 to 106 31, 33 

Height of foundation 118 36 

How to line an engine with line 

shaft 126 to 128 38, 39 

How to put up exhaust connec- 
tions 161, 163 47, 48 

Hot tube ignitor 167, 177 49-51 

Hard starting engine.- 214 60 

High compression 246 66 

High compressions cause pre- 

ignition 245, 247 66, 67 

How much gasoline engine should 

use 275 72 

How to test electric current 289, 290 77, 78 

How to test sparker insulation.. ..291 78 

How to revive battery current....296, 299 79, 80 

Hot boxes 61, 358 21, 94 

Heat efficiency 539 145 

How to patch leaky cylinder 

jacket 368, 369 97 

How to grind a valve 370 to 376 97-99 

How to start a gas engine 397 103 

How to stop a gas engine 398 104 

Horse power explained 382 to 387, 542 100, 146 

Horse power, actual 383 100 

Horse power, indicated 384 100 

Horse power, brake 385, 386 100 

Initial pressure 3 7 

Igniting mechanism .86, 87 28 

Ignition, electric spark method ..86, 89 28 
Insulation of stationary termi- 
nal or points 93, 95, 96 30 



154 INDEX 

Paragraph Page 

Insulating material 96 30 

Installing a gas engine 107, 111 33, 34 

Igniting tube contains burnt 

gases 175 51 

Ignition too early 286, 287 76, 77 

Ignition with hot tube 286 76 

Ignition with electric spark. 287 77 

Insulation tested 291 78 

Ignite every charge admitted 301, 303 81 

Inlet passage choked 328, 330 88 

Ignition gradually fails 344 91 

Indicated horse power 384, 387 100 

Indicator 387 100 

Illustration of engine connec- 
tions 101 

Journal box construction 38 to 41 16, 17 

Jump spark 89 28 

Kerosene engine 7 8 

Kiss spark 98 31 

Knock at crosshead or wrist 314, 315 85 

Lining up engine shaft 126 to 128 38, 39 

Loss of power by radiation 138 41 

Length of ignition tube 169 49 

Lack of power in explosions 222 62 

Lubricating valve stems 266, 267 71 

Length of piston 44, 45, 46 17, 18 

Lubricating cylinder. 269 71 

Lubricating wrist boxes 272 72 

Lubricating fractional parts 268 71 

Life of a battery.... 293 79 

Loss of power 323, 326 86, 87 

Leaky valves 323, 325 86, 87 

Leaky cylinder rings 326 87 



INDEX 155 

Paragraph Page 

Leaky joints 341 90 

Leaky valve stems 342 91 

Liners 353, 354 93 

Lime in water jacket chamber. ...361 95 

Leak in cylinder jacket 364 96 

Motor 1, 7 7, 8 

Mixture of gas and air 1, 7 7, 8 

Making and breaking the elec- 
tric current 90, 91 29 

Mechanical efficiency 540 146 

Movable and stationary termi- 
nals or contact points 97, 98 30, 31 

Magneto for igniting purposes.. ..195 55 

More power, more fuel 242 65 

Misfiring 301, 303, 327 81, 87 

Naptha engine 7 8 

Natural water circulation 135 40 

Naptha 409 107 

Oil, kind to use for cylinder 208, 209 58 

Oiling valve stems 210, 266, 267 58, 71 

Oiling the gas engine 208 58 

Oiling f actional parts. 268 71 

Oiling cylinder 269 7 1 

Oiling wrist boxes 272 72 

Obstinate starting 335 to 340 89, 90 

Overcharging with fuel 335, 337 89, 90 

Prime mover 1 7 

Pressure in the cylinder 3 7 

Parts necessary to a gas engine ..24, 25 13 

Piston, how constructed 42 to 47 17, 18 

Piston rings, same as cylinder 

or packing rings 48 to 54 18, 19 

Pitman 56 to 59 20, 21 



156 INDEX 

Paragraph Page 

Piping up an engine. 129 39 

Piping water to engine from 

cooling tank. 132 to 135 39, 40 

Piping water to engine from 

hydrant 136 to 138 40, 41 

Piping gasoline to engine 145 to 147 44 

Preliminaries to starting a new 

gas engine 203 57 

Pre-ignition 247 67 

Pre-ignition, causes of 247, 250 67 

Pre-ignition, cause of pound- 
ing 306 82 

Pre-ignition, how to test 308, 309 S3 

Pounding in cylinder 306 to 326 82-87 

Piston cause of pound 310, 316 84, 85 

Pistons speed 545 146 

Pins, crosshead and wrist 356 94 

Packing 360 95 

Power, actual horse 383 100 

Power, indicated horse 384 100 

Power, brake horse 385, 386 100 

Power 382, 387 100 

Place equipments where most 

convenient 406, 407 106, 107 

Paraffineoil 414 108 

Ring for cylinder, how should 

be made 48 to 54 18, 19 

Room in which to set an engine.. 109, 111 33, 34 

Regulator, gas 141, 142 43 

Receiving valve, timing of 262 70 

Reviving battery current 296 to 298 79, 80 

Sediment at bottom of gasoline 

tank 414, 416, 427 108, 111 



INDEX 157 

Paragraph Page 

Storing gasoline 422 110 

Stopping the gas engine 398 104 

Setting the valves 259 69 

Spark controlled by governor 99 31 

Setting the gas engine 107 33 

Scavenging engine 165 48 

Scavenging, how done with ex- 
haust 166 48 

Switch or current breaker 178 to 183 51-53 

Spark coil 179 52 

Spark coil, its purpose 181, 182 52 

Spark or igniting dynamo 195 55 

Spark or igniting magneto 195 55 

Steam cylinder oil not good for 

gas engine 209 58 

Starting gas engine 211, 397 59, 103 

Starting cup 213 59 

Starting by hand 212 59 

Starting relief lever or valve 219 61 

Starting by one-half turn of the 

wheel 220, 221 61, 62 

Starting with air pump 223 62 

Starting with match ignitor 224 to 228 62, 63 

Starting with compressed air 229 to 233 63, 64 

Starting with light air pressure ..234 64 

Starting, causes of difficult 335 to 340 89, 90 

Sparker points, how to time 263, 264 70 

Sparker insulation tested 291 78 

Short circuit explained 288 77 

Sounds confounded with pound- 
ing 83 , 85 

Spark coil, short circuit in 294, 295 79 

Speed gets lower, engine stops. ...346 91 



158 INDEX 

Paragraph Page 

Smoke at end of exhaust pipe ....347 92 

Smoke from the cylinder 349, 351 92 

Setting a box 355 93 

Travel of fly wheel rim 538 145 

Two-cycle engine and how it 

operates 15, 20 to 23 10, 12 

Two compression chambers in a 

two-cycle engine 15 10 

Thickness of cylinder wall 33, 34 15 

Timing the spark 97 30 

Throttling governor 104, 106 32, 33 

Templet 123 37 

Tube ignitor described 167 to 177 49-51 

Turning the wheels over com- 
pression point 219 61 

Turn! Turn! Turn! and no 

start 214 to 218 60, 61 

Timing the valves 259 69 

Test engine to see if valves and 

ignitor are in time 261 70 

Timing the igniting points 97, 263 30, 70 

Timing the receiving valve 262 70 

Timing the exhaust valve 265 70 

Troubles encountered with gas 

engine 284 76 

Testing the electric current 289 77 

Testing dynamo current 299 80 

Thumping in cylinder, causes of 317 85 

Testing leaky valves 346 91 

Testing power of engine 388, 396 101-103 

Unnatural sounds detected 319, 322 86 

Valve ports, location of 28, 29 14 

Valves and their location 75, 76 24 



INDEX 159 

Paragraph Page 

Valves, type of 75 24 

Valves, manner of operating 75 to 78 24, 25 

Valves, chambers should be 

bolted on cylinder. 78, 79 25 

Valve, exhaust should be 

watered 80 26 

Valve, gas and gasoline combi- 
nation 81, 82 

Valve, gas 83 

Valve, gasoline 84, 86 

Valve in water connection 131 

Valve stem should not be oiled....210 

Valve areas 251 to 258 

Valves, how to time them 259 

Vaporizing gasoline in cold 

weather... 335 to 337 

Valves, how to grind 370 to 376 

Why four-cycle engines are pre- 
ferred 13, 14 

Weight of piston 44 to 47 

Wrist pin, size of 64 

Wiping spark 98 

Water connections... 130, 407 

Water connections, valves in 131, 132 

Water connections with cooling 

tank. 132 to 135 

Water, weight of 541 

Water connections with hy- 
drant 136, 137 

Water supply. 207 

Water for cooling purposes 275 to 278 

Water temperature 275, 278 

Water too cool 277 





26 


27, 


28 




39 




58 


67-69 




69 


89, 


90 


97, 


, 99 


9, 


, 10 


17, 


, 18 




22 




31 


39, 


107 




39 


39 


, 40 




146 




40 




58 


72 


i 73 


72 


i 73 




73 



160 INDEX 

Paragraph Page 

Weight of gasoline 541 146 

Water in cylinder 339, 340 90 

W 7 hat method of ignition is 

best? 196 55 

Why are gas engines hard to 

start? 214 60 

Weak explosions 345 91 



INDEX 161 



Index to Part VI 



Paragraph Page 

Armature brushes 463, 464, 471 125, 127 

Battery current ignition 437 113 

Battery for starting purposes 440, 441 114, 115 

Clean commutator brushes 463, 471 125, 127 

Catalytic ignition 437, 438 113, 114 

Combination magneto and dy- 
namo 447 to 450 118, 119 

Current strength for jump and 

touch spark 457 121 

Care of ignitors 459 123 

Dynamo and magneto ignition.„.434 112 

Dynamo explained 440 114 

Damp insulation 467 126 

Electric current strength 435 113 

Flame ignition 437 113 

Field windings as spark coil 453 120 

Generators with speed govern- 
ors 442 116 

Hot tube ignition .....437 113 

High tension generator 458 122 

How to set generator 469 126 

Ignitors, dynamo and magneto ..439 114 

Jump spark .455, 456, 457 121 

Keep clean 468, 470 126 

Look for little things 460 124 

Lost magnetism 465, 466 125 

Magneto explained 443 117 

Methods of ignition 437 113 



162 INDEX 

Paragraph Page 

Magneto-dynamo 447, 448 118, 119 

Over-oiling a common trouble ....461, 462, 470 

124, 125, 126 

Reliable ignition equipment 436 113 

Sure ignition important 434 112 

Speed of dynamo should be uni- 
form 440 114 

Selection of ignitor 446 118 

Spark coil J....454, 455, 456 120, 121 

Time to pick up current 459 123 

Troubles with dynamo or mag- 
neto 459, 460 123, 124 

Uniform speed of ignitors 444 117 

Variable speed.... 445 117 

Wire connections on magneto- 
dynamo 451, 452 119, 120 

Wire brushes soaked in oil 471 127 



INDEX 163 



Index to Part VII 



Paragraph Page 

A heap of troubles 526 to 536 142 to 145 

Ammeter 488 132 

Amperes for jump spark 488, 492 132, 133 

Battery strength 488, 492 132, 133 

Buzz of the vibrator. 509, 510 138 

Crank case compression 522, 523 141 

Cylinder rings loose compres- 
sion 516, 518 140 

Compression of the mixture 514 139 

Carburetors 473, 475, 476 127, 128 

Clogged float needle 473 127 

Cold weather affects starting 479 129 

Choked inlet passage 482 130 

Coil short circuited 496 134 

Contact of terminals 499 135 

Circuit, primary 501, 504 136, 137 

Circuit, secondary 501 136 

Circuit breaker 513 139 

Coil, jump spark, action, and 

how made 501 to 512 136-138 

Dislodge obstruction in pipe, 

how 478 129 

Dynamo or magneto... 487 131 

Dry battery reserve 486 131 

Dry battery strength 491 133 

Electrodes or terminals not in 

contact 497, 498 134, 135 

Explosions in crank case 523 141 



164 INDEX 

Paragraph Page 

Float feed 473 127 

Fuel tank, empty 473 127 

Gasoline blow torch for cold 

weather starting 479, 480 129 

Generator and storage battery....487 131 

Hammer break spark 484, 490, 493 

131, 132, 133 

Hot box 520 141 

Igniting current, source of, and 

strength 488 132 

Insulation broken 498 135 

Ignition ammunition, plenty of 

it '. 490 132 

Jump spark 484, 491, 494 131, 133 

Leak in inlet passage : 476 128 

Loose wire connections 519 140 

Lubrication 520 141 

Mixture too rich 474 128 

Muffler explosions 519 140 

Overheated piston 520 141 

Packing blown out - 476, 518 128, 140 

Plan to locate trouble. 525 142 

Power leak 515 139 

Premature explosions 521 141 

Power troubles in two-cycle 522, 524 141 

Short circuit 510 138 

Starting in cold weather 479, 480 129 

Suction valve may stick 482 130 

Source of igniting current 485 131 

Spark testing 495 134 

Spark coil 496 134 

Tank empty. 473, 526 127, 142 

Trap for water in gasoline pipe.. ..477 - 128 



INDEX 165 

Paragraph Page 



Testing current and battery 

strength 488, 491 

Testing spark 495 

Two-cycle troubles 522, 524 

Valve springs broken 526 

Valves dirty, corroded and im- 
properly timed 516, 517 

Vibrator in coil 503, 512 

Vaporizer, flushing the 473 

Volt meter 488 

Voltage of current 488, 491 

Water in gasoline 477, 526 

Why battery becomes exhausted 

quickly 499 

W 7 ire broken within insulation. ...500 

Weak mixture 519, 524 

Weak battery 519 



132, 


133 




134 




141 




142 




140 


136, 


138 




127 




132 


132, 


133 


128, 


142 




135 




135 


140 


141 




140 




The famous 

"QUICK ACTION" 

Line of 

MAGNETOS and 

SPARK COILS 

Jump Spark Coils, Auto Dash Spark Coils, Motor 
Cycle Spark Coils, Make and Break Spark Coils, 
Gas Lighting Spark Coils, Battery Switches, Battery 
Connectors, Jump Spark Plugs, High and Low 
Tension Cable, Carburetors, Mufflers, Timers, Am- 
meters, Storage Batteries and Dry Cells. 

Our Specialties are the 

"QUICK ACTION" IGNITING DYNAMOS 
and MAGNETOS and SPARK COILS 

"Write for Catalog and Wiring Diagrams 

THE 



Knoblock-Heideman Mfg. Go. 

SOUTH BEND, INDIANA 

Coast Agency : 

155 New Montgomery Street, SAN FRANCISCO, CALIF. 



"Lighting" and "Ignition" 

"EUREKA, D. C." 

for 

Motor Boat or Automobile 

The "MAGNETO" that FIRES the engine 

and furnishes "ELECTRIC LIGHTS" 

at the same time. 

Jump Spark Magneto 




10 inches over all, 4 1-6 inches wide, 7% inches high 
weight 22}i pounds 

BALL BEARINGS 

Guaranteed to do the business and will last for years. 

Lots easier to get in your "Boat" or "Car" 
— switch on your lights and GO. Compare 
it with gas or oil lamps; while you are try- 
ing to light your carbide or oil lamps, the 
other fellow with the "Electric Lights" 
is almost out of sight. 

MANUFACTURED BY 

HENRICKS NOVELTY COMPANY 
INDIANAPOLIS, IND., U.S.A. 



" Henricks " 

Type "S" Magneto with Spark Coil in 
Magnets For "Make and Break" Spark 




Size: 5% x 7 x 10K inches. Weight 17 lbs. 

Price $17.00 

This magneto is the regular "make and break" 
machine with the low resistance coil assembled 
inside the magnets. Putting the spark coil in the 
magnets makes a compact and self-contained 
machine, and is much better practice than having 
the coil lying around on the floor as is some- 
times the case. 

On the smaller sized engines this magneto is 
being used by many of the largest engine manu- 
facturers in the country. Made in this wey, 
there is only two wires to connect. One from 
the vacant terminal on the coil to the igniter; 
the other wire is connected from brush holder to 
ground on engine, with a switch in between if 
desired. 

For small Launch Motors, using "make and 
break" ignition, this magneto is the ideal outfit 
as well as for the stationary engines. 

HENRICKS NOVELTY COMPANY 
Indianapolis, Ind., U. S. A. 




" Hcnricks ,1 

TYPE "J" MAGNETO 

Standard Three Magnet Machine for 

"Jump Spark" 

Generally sent out with Friction Governor, belt pulleys 
furnished if desired, 

The BEST 

"jump spark" 

magneto made at 

the price, and 

much better than 

most at any price. 

Twelve years 
experience behind 
this magneto. 
Size, 5% x 7 x 10 J4 inches. Weight 15 lbs. PRICE $16.00 
This is also a direct current low-tension mag- 
neto. This machine is especially recommended 
for single and double cylinder motors used in 
launches and on stationary and portable gas 
engines. 

We do not guarantee to do away with batteries 
in starting any and oil engines using jump spark, 
unless we furnish (or know) the make of coil to 
be used with the magneto. 

Our governor enables us to wind our magnetos 
for low speed generators, and when used with a 
good coil (and there are several good ones) we 
will guarantee to start any engine at a lower 
cranking speed than any other low -tension mag- 
neto or dynamo on the market and much easier 
than is possible with many of the high priced 
high-tension magnetos. 

These magnetos are fully guaranteed and sold 
on trial. You can't lose. 

HENRICKS NOVELTY COMPANY 
Indianapolis, Ind., U. S. A. 



DYNAMO IGNITION 




MOTSINGER AUTO-SPARKER 

For make and break or jump spark ignition: also suitable 
for charging ignition storage batteries. 

NO BATTERIES REQUIRED; an everlasting battery in 
itself and the most successful method of supplying ignition 
current ever invented. 

This is the original speed controlled, friction driven 
dynamo. 

Its patented governor is positive, it controls its speed and 
insures a uniform spark regardless of whether the engine is 
being turned over by hand or run at full speed. 

Requires less fuel, is easier on contact points and increases 
power of engine. 

Its principal will save you monev since it is the only one 
permitting of a square faced driving pulley. 

Thoroughly insulated, dust and water proof 

Guaranteed for one year. 

Catalog on request. 

MOTSINGER DEVICE MFG. COMPANY. 
475 Pine St. LaFayette.Tnd. 



MAGNETO IGNITION 




MOTSIjNGER D. C. MAGNETO 



For make and break ignition only. 

Will run in either direction. 

Starts engine without batteries. 

Its speed is automatically governed and the material and 
workmanship are of the very best. Its efficiency is considerably 
greater than any other Magneto of the same weight, and 
owing to its staunch construction, ample bearings, and com- 
paratively low running speed* its life is made a long useful 
one. 

The starting speed is very low for a Magneto and this, 
taken in connection with the fact that it will 9111 in either 
direction makes it possible to kick the engine off against com- 
pression in starting. 

Lubrication is by the wick system which has proven 
entirely satisfactory on the Auto-Sparker during the past ten 
years. 

Further particulars upon request. 

MOTSINGER DEVICE MFG. COMPANY. 
475 Pine St. LaFayette. Ind. 



Books on Gas Engines 

Gas Engine Troubles and Remedies 

By Albert Stritmatter 
A practical book for the operator of an engine. 
Second edition, 120 pages, cloth, illustrated. 
Price $1.00 

Suction Gas 

By Oswald H. Haenssgen 
Relates to the design, construction and operation 
of suction gas producers and producer gas engines. 
90 pages, cloth, illustrated, price il.00 

Gasoline Engine Ignition 

By E. J. Williams 
Written especially for the user or prospective pur- 
chaser of an engine, to give him an understanding of 
the various systems of electric ignition in use. 94 pages, 
37 illustrations and diagrams, cloth, price $1.00 

The Gas Engine Calculator 

Tells at a glance the horse-power of any engine hav- 
ing a bore or stroke of 16 inches or less, and running 
at a speed of 2,000 r. p. m. or less. No calculations 
required. 5^ inches square, heavy cardboard. 
Price $0.50 

The Gas Engine Handbook 

By E. W. Roberts 
A manual of useful information for the designer 
and engineer. The Sixth Edition. 264 pages, limp 
leather, price. f 1.50 

The Automobile Pocketbook 

By E. W. Roberts 
Giving full details of automobile construction and 
operation. 325 pages, limp leather, price .... $1.50 

The Girl and the Motor 

By Hilda Ward 
A delightfully instructive experience of a girl with 
a motor boat and an automobile. 120 pages, gift 

style $1.00 

Circulars on Application 

THE GAS ENGINE PUBLISHING CO. 
230 E. Seventh St., Cincinnati, O. 



Established 1898 

THE GAS ENGINE 
MAGAZINE 

STATIONARY MARINE AUTOMOBILE 



Every engine user should 
read this magazine 

*MJLL information on care, operation, 
J' construction, etc., of gas and gaso- 
line engines, motor boats, gasoline auto- 
mobiles and gas producers. Ignition, 
carbureters, compression and like sub- 
jects treated from time to time. Plants 
and new engines described and illustrated 



An "Answer to Inquiries" column enables 
readers to secure expert advice on ques- 
tions they may ask on any of these subjects 



Subscription Price $1.00 per Year 
Specimen copy free 



The Gas Engine Publishing Co. 

230 E. Seventh St., Cincinnati, O. 



Is a monthly publication of 100 pages or 

more. 

This publication covers the field of the gas 
and gasoline engine, whether in large or 
small sizes and for whatever purpose — dis- 
cusses fuels, ignition, electric wiring, timing, 
packing, grinding valves, bearings, oiling, 
horse- power, troubles and their remedy, and 
goes farther on into the producer gas subject 
for those interested in large power. 

It contains a question and answer depart- 
ment, where readers' difficulties are explain- 
ed. 

An experience department, in which read- 
ers explain what they have encountered, so 
others may avoid their troubles. 

A full year's subscription is now offered 
you for $1.00, or five years for $3.00. 

If you are not entirely satisfied with the 
publication after the receipt of three num- 
bers, we agree to refund in full your sub- 
cription money. 



GAS POWER PUBLISHING CO., 
ST. JOSEPH, MICH. 




This book suggests how to fix your troubles 
when your engine goes wrong. 

The "New Way" air cooled is so built that 
most of these troubles are eliminated. They 
just can't occur. 

Why let your engine freeze and crack when 
The "New Way' can't freeze. No water used. 

Why adjust a neddle valve, fix ignitor, replace 
packing, clean out oil holes, when The "New 
Way" gives power without using them at all. 

Why let dust, dirt, etc., injure your gears 
when The "New Way" encloses and protects all 
working parts. 
GET OUR CATALOG 27 BEFORE YOU BUY. 

22 Ash st. lte JttW& M$mam 22 Ash st 




The New Model "K" 

LAMBERT ENGINES 

Gas and Gasoline 
PORTABLE AND STATIONARY 

Stationary— 2 Mi to 50- Horse Power. 

Portable -2 to 35-Horse Power. 
Are sold on their merits. Have a good reputation. Are 
always ready. Start easy. Continue to run after they are 
started. Will work early and late. Will please you. All 
new models right up to date. Latest improvements. 
Power capacity away above the average. No fuel waste. 
Get all the power out of the fuel used. 

We Guarantee the "Lambert" 

To run successfully or no pay. To use not more than one 
gallon of 74 degree gasoline in ten hours to each indicated 
horse-power nor more than eighteen cubic feet of natural 
gas per hour. To be made of the best material procurable 
and by the best mechanics. 

All Engines Are Thoroughly Tested 

Before leaving the factory, and will run on Natural Gas, 
Artificial Gas, Gasoline, Alcohol or Kerosene. We warrant 
all engines to work successfully and agree to furnish free 
of charge, any part that may turn out defective in material 
or workmanship. 

The price is right. Ask for it. We want your order. Send 
for our illustrated catalog. FREE for the asking. 

The Lambert Gas and Gasoline Engine Co. 

ANDERSON, INDIANA 



THE 

Lambert 

Friction Drive 

AUTOMOBILES, TRUCKS 

AND STREET CARS 




One of our 1911 Models, 40-H. P. $2000. 

We manufacture many different models 
in Touring Cars. We also manufac- 
ture Trucks andJStreet Cars. No compli- 
cated parts in our transmission. Write 
for Catalog and Proposition to Agents. 

The Buckeye Manufacturing Co. 

Anderson, Indiana 
Licensed under the Selden Patent. 





Gasoline 
Engines 



The I H C line of gasoline engines comprises 
engines adapted to all power purposes — for use 
in small water works and electric lighting plants; 
in shops, mills, and pumping stations, on farms, 
irrigated ranches, and country estates. 

I H C Victor vertical and horizontal engines 
are constructed to secure the measure of safety- 
prescribed by the rules of the National Board of 
Fire Underwriters. Made in sizes from 1 to 35- 
horse power. 

Famous engines are especially adapted for 
mounting with hoists, concrete mixers, and other 
machines. Sizes 1 to 25-horse power. 

In addition to vertical and horizontal station- 
ary engines the line includes portable engines, 
air-cooled engines, and gasoline tractors. 

International Harvester Co. of America. 

(Incorporated) 
CHICAGO, U. S. A. 



AUTOMATIC CONTROL 




Automatic Governor 



The ogjjjay is 
equipped with 
an automatic 
governor that 
provides posi- 
tive control — 
every explo- 
sion is propor- 
tioned to meet any and all variations in load. 

In the 1910 Winnipeg Motor Contest, ojj^f 
proved that the control was absolutely auto- 
matic by running smoother and with less var- 
iation in R. P. M. than any other engine in the 
entire Contest. 

On the brake, ojfj^ ran 4 % cheaper than any 
other internal combustion engine in the entire 
Contest; 59% cheaper than the average of all 
gasoline engines. 

In the plowing contest, e'/jj&* plowed 9% 
cheaper than its nearest competitor, and 37,% 
cheaper than the average of all gasoline engines. 

The o'/foft- 
burns kerosene 
at all loads. 
It was the only 
engine in the 
Contest that 
burned kero- 
sene under 
all conditions. 




Write for catalogue. 

M. RUMELY CO., 
La Porte, - - Indiana 



27 



I 



ne copy del. to Cat. Div. 






